Airport shuttle control method and device, storage medium and airport shuttle

Abstract

The present disclosure provides an airport shuttle control method and device, storage medium and airport shuttle, which can accurately determine the slip rate of the wheels on the airport shuttle by acquiring the speed of the airport shuttle and the wheel speed of the wheels, and based on the speed of the airport shuttle and the wheel speed of the wheels. When the wheel speed of the first wheel in the wheels is greater than the speed, and the slip rate is greater than the preset threshold, it can be determined that the first wheel of the vehicle slips in the normal driving process. By transferring at least part of the torque of the first wheel to the second wheel with a slip rate less than or equal to the preset threshold, the torque can be flexibly distributed, so that the second wheel with better adhesion rate obtains more torque, which is conducive to reducing the slip and improving the driving performance of the airport shuttle in the normal driving process.

Description

Technical Field

[0001] This disclosure relates to the field of shuttle bus technology, and in particular to an airport shuttle bus control method, device, storage medium, and airport shuttle bus. Background Technology

[0002] Airport shuttle buses shuttle passengers between the terminal building and remote aircraft stands, serving both boarding and disembarking passengers. They are used on the aprons and in various civil aviation airports and are classified as special ground support vehicles. However, with the development of new energy vehicle technology, the electrification of airport shuttle buses has become a research hotspot. However, current research on the electrification of airport shuttle buses still lacks the ability to flexibly adjust torque distribution according to road surface conditions, resulting in relatively poor vehicle driving performance. Summary of the Invention

[0003] The purpose of this disclosure is to provide an airport shuttle bus control method, device, storage medium, and airport shuttle bus, so as to flexibly adjust torque distribution according to road surface adhesion conditions and improve the driving performance of the airport shuttle bus.

[0004] Other features and advantages of this disclosure will become apparent from the following detailed description, or may be learned in part by practice of this disclosure.

[0005] According to a first aspect of this disclosure, an airport shuttle bus control method is provided, comprising: acquiring the vehicle speed of the airport shuttle bus and the wheel speeds of its wheels; determining the slip ratio of the wheels based on the vehicle speed and the wheel speeds of the wheels; and, in response to a first wheel having a wheel speed greater than the vehicle speed and a slip ratio of the first wheel greater than a preset threshold, transferring at least a portion of the torque of the first wheel to a second wheel, wherein the slip ratio of the second wheel is less than or equal to the preset threshold.

[0006] In some exemplary embodiments of this disclosure, transferring at least a portion of the torque of the first wheel to the second wheel of the wheels includes: when the second wheel comprises a plurality of wheels, determining a distribution ratio of each wheel among the plurality of wheels based on the slip ratio of the plurality of wheels, wherein the distribution ratio is negatively correlated with the slip ratio; and transferring at least a portion of the torque of the first wheel to the plurality of wheels based on the distribution ratio of each wheel among the plurality of wheels.

[0007] In some exemplary embodiments of this disclosure, the proportion of torque transferred from the first wheel is positively correlated with the slip ratio of the first wheel.

[0008] In some exemplary embodiments of this disclosure, the method further includes: when traveling straight, if the slip ratio of all wheels on the airport shuttle bus is less than or equal to the preset threshold, uniformly distributing torque between the wheels of the airport shuttle bus.

[0009] In some exemplary embodiments of this disclosure, the method further includes: locking the rear axle differential lock of the airport shuttle bus when traveling straight.

[0010] In some exemplary embodiments of this disclosure, the method further includes: acquiring a steering angle while driving with a steering wheel, and controlling the rear axle differential lock to unlock; determining a torque distribution ratio between the front and rear wheels based on the steering angle, wherein the distribution ratio of the rear wheels is greater than the distribution ratio of the front wheels, and the distribution ratio of the rear wheels is positively correlated with the magnitude of the steering angle; and distributing torque to the front and rear wheels based on the distribution ratio of the front and rear wheels.

[0011] In some exemplary embodiments of this disclosure, the method further includes: controlling the rotation direction of the front wheels and the rear wheels during steering to make the rotation direction of the front wheels and the rotation direction of the rear wheels form a 90-degree angle.

[0012] According to a second aspect of this disclosure, an airport shuttle bus control device is provided, comprising: The acquisition module is used to obtain the speed of the airport shuttle bus and the wheel speed.

[0013] The first determining module is used to determine the slip ratio of the wheel based on the vehicle speed and the wheel speed.

[0014] A torque control module is configured to transfer at least a portion of the torque of the first wheel to a second wheel in response to the first wheel having a wheel speed greater than the vehicle speed and the slip ratio of the first wheel being greater than a preset threshold, wherein the slip ratio of the second wheel is less than or equal to the preset threshold.

[0015] In some exemplary embodiments of this disclosure, the torque control module is configured to: when the second wheel comprises a plurality of wheels, determine the distribution ratio of each wheel among the plurality of wheels based on the slip ratio of the plurality of wheels, wherein the distribution ratio is negatively correlated with the slip ratio; and transfer at least a portion of the torque of the first wheel to the plurality of wheels based on the distribution ratio of each wheel among the plurality of wheels.

[0016] In some exemplary embodiments of this disclosure, the proportion of torque transferred from the first wheel is positively correlated with the slip ratio of the first wheel.

[0017] In some exemplary embodiments of this disclosure, the torque control module is further configured to: when traveling straight, if the slip ratio of all wheels on the airport shuttle bus is less than or equal to the preset threshold, uniformly distribute torque between the wheels of the airport shuttle bus.

[0018] In some exemplary embodiments of this disclosure, the torque control module is further configured to: control the rear axle differential lock of the airport shuttle bus to lock when traveling straight.

[0019] In some exemplary embodiments of this disclosure, the torque control module is further configured to: acquire a steering angle and control the rear axle differential lock to unlock when the vehicle is turning; determine the torque distribution ratio between the front and rear wheels based on the steering angle, wherein the distribution ratio of the rear wheels is greater than the distribution ratio of the front wheels, and the distribution ratio of the rear wheels is positively correlated with the magnitude of the steering angle; and distribute torque to the front and rear wheels based on the distribution ratio of the front and rear wheels.

[0020] In some exemplary embodiments of this disclosure, the torque control module is further configured to: control the rotation direction of the front wheels and the rear wheels during steering, such that the rotation direction of the front wheels and the rotation direction of the rear wheels are 90 degrees apart.

[0021] According to a third aspect of this disclosure, an airport shuttle bus is provided, including a processor and a memory, the memory for storing executable instructions of the processor; wherein the processor is configured to perform the method of the first aspect by executing the executable instructions.

[0022] According to a fourth aspect of this disclosure, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method of the first aspect described above.

[0023] The airport shuttle bus control method, device, storage medium, and airport shuttle bus provided in this disclosure can accurately determine the slip ratio of the wheels on the airport shuttle bus by acquiring the vehicle speed and wheel speeds. When the wheel speed of the first wheel is greater than the vehicle speed and the slip ratio is greater than a preset threshold, it can be determined that the first wheel of the vehicle is slipping during normal driving. By transferring at least a portion of the torque of the first wheel to the second wheel whose slip ratio is less than or equal to the preset threshold, flexible torque distribution can be achieved during normal driving, allowing the second wheel with better adhesion to obtain more torque, which helps to reduce slippage and improve the driving performance of the airport shuttle bus during normal driving.

[0024] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0025] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure. It is obvious that the drawings described below are merely some embodiments of this disclosure, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0026] Figure 1 A flowchart of an airport shuttle bus control method according to an embodiment of this disclosure is shown; Figure 2 This is a schematic diagram of a torque transfer method provided in an embodiment of this disclosure; Figure 3 This is a schematic diagram of another torque transfer method provided in an embodiment of this disclosure; Figure 4 This is a schematic diagram of yet another torque transfer method provided in an embodiment of this disclosure; Figure 5 A flowchart of another airport shuttle bus control method according to an embodiment of this disclosure is shown; Figure 6 A flowchart of yet another airport shuttle bus control method according to an embodiment of this disclosure is shown; Figure 7 A flowchart of yet another airport shuttle bus control method according to an embodiment of this disclosure is shown; Figure 8 This diagram illustrates an airport shuttle bus control device according to an embodiment of the present disclosure; Figure 9 A schematic diagram of an airport shuttle bus provided in an embodiment of this disclosure is shown; Figure 10 This is a schematic diagram of the first head; Figure 11 This is a diagram of the second head; Figure 12 This is a schematic diagram of the passenger compartment of an airport shuttle bus provided in an embodiment of this disclosure; Figure 13 A structural block diagram of a vehicle control device according to an embodiment of the present disclosure is shown. Detailed Implementation

[0027] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, they are provided so that this disclosure will be more comprehensive and complete, and will fully convey the concept of the exemplary embodiments to those skilled in the art. The described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.

[0028] Furthermore, the accompanying drawings are merely illustrative of this disclosure and are not necessarily drawn to scale. The same reference numerals in the drawings denote the same or similar parts, and therefore repeated descriptions of them will be omitted. Some block diagrams shown in the drawings are functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities may be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0029] The following examples illustrate the solutions provided in this disclosure.

[0030] Figure 1 A flowchart illustrating an airport shuttle bus control method according to an embodiment of this disclosure is shown. This method can be applied to an all-wheel-drive airport shuttle bus. The airport shuttle bus can be driven by wheel-side motors. Figure 1 As shown, in some exemplary embodiments, the airport shuttle bus control method provided in this disclosure may include the following steps.

[0031] In step S101, the speed of the airport shuttle bus and the wheel speed are obtained.

[0032] In some examples of embodiments of this disclosure, the speed of the airport shuttle bus and the wheel speed of each wheel on the airport shuttle bus can be collected.

[0033] For example, in some cases, wheel speed can be acquired using wheel speed sensors. These sensors can be electromagnetic induction or Hall effect sensors, but are not limited to either.

[0034] In other examples, the speed of the airport shuttle bus can be obtained by integrating the vehicle's acceleration. The vehicle acceleration can be measured by an inertial measurement unit onboard the airport shuttle bus.

[0035] In step S103, the wheel slip ratio is determined based on the speed of the airport shuttle bus and the wheel speed.

[0036] In some implementations, after obtaining the speed of the airport shuttle bus and the wheel speed, the wheel slip ratio can be determined directly based on the speed of the airport shuttle bus and the wheel speed.

[0037] In other implementations, after obtaining the speed of the airport shuttle bus and the wheel speed, the obtained speed and wheel speed can be compared. If the wheel speed is greater than the speed of the bus, that is, when the wheel slips, the wheel slip rate can be determined based on the speed of the airport shuttle bus and the wheel speed.

[0038] In some other implementations, the driving status of the airport shuttle bus can also be detected. When the airport shuttle bus is in driving mode, the wheel slip ratio can be determined based on the vehicle speed and wheel speed.

[0039] In some examples, the slip ratio S of the wheel can be determined using the following expression: (1) in, The wheel speed is... This refers to the speed of the airport shuttle bus.

[0040] In step S105, in response to the first wheel's wheel speed being greater than the vehicle speed and its slip ratio being greater than a preset threshold, at least a portion of the torque of the first wheel is transferred to the second wheel, the slip ratio of the second wheel being less than or equal to the preset threshold.

[0041] In this context, the first wheel can be understood as any wheel on the airport shuttle bus. When the wheel speed of the first wheel exceeds the speed of the airport shuttle bus, it indicates that the first wheel is slipping during normal operation. In this case, if the slip ratio of the first wheel exceeds a preset threshold, such as 15%, a PID (Proportional-Integral-Derivative) controller (such as a three-loop PID controller, but not limited to a three-loop PID controller) installed on the airport shuttle bus can transfer at least a portion of the torque from the first wheel (such as 70% or 100% of the torque, but not limited to 70% or 100% of the torque) to a second wheel on the airport shuttle bus with a slip ratio less than or equal to the preset threshold. The second wheel can be understood as one or more wheels on the airport shuttle bus with a slip ratio less than or equal to the preset threshold.

[0042] for example, Figure 2 This is a schematic diagram of a torque transfer method provided in an embodiment of this disclosure, as shown below. Figure 2 As shown, in some examples, if the slip ratio of the wheel 22 coaxial with the first wheel 21 is less than or equal to a preset threshold, at least a portion of the torque of the first wheel 21, such as 70% of the torque, can be transferred to the wheel 22 coaxial with the first wheel, thereby shortening the torque transfer path and reducing losses. Simultaneously, by transferring at least a portion of the torque of the first wheel to the wheel coaxial with the first wheel, it helps the first wheel quickly overcome slippage during normal driving.

[0043] For example, Figure 3 This is a schematic diagram of another torque transfer method provided in an embodiment of this disclosure, as shown below. Figure 3As shown, in other examples, if the slip ratio of wheel 32, which is coaxial with the first wheel 31, is also greater than a preset threshold, at least a portion of the torque of the first wheel 31 (e.g., 70% of the torque) can be transferred to one or more wheels located on another axle with a slip ratio less than or equal to the preset threshold, such as wheel 33 and / or wheel 34.

[0044] For example, Figure 4 This is a schematic diagram of another torque transfer method provided in an embodiment of this disclosure, as shown below. Figure 4 As shown, in some other examples, if the slip ratio of the first wheel 41 on the airport shuttle bus is greater than a preset threshold, and the slip ratios of wheels 42, 43, and 44 are less than or equal to the preset threshold, then at least a portion (e.g., 60%) of the torque of the first wheel 41 can be transferred to wheels 42, 43, and 44. Specifically, wheels 42, 43, and 44 distribute the torque transferred from the first wheel 41 equally. For example, 20% of the torque can be transferred to wheels 42, 43, and 44 respectively.

[0045] Of course, the above is merely an example of torque transfer methods, not the only one.

[0046] It should be noted that when the slip ratio of the first wheel is greater than a preset threshold, the proportion of torque transferred from the first wheel can be a preset fixed value or a dynamic value determined based on the slip ratio of the first wheel.

[0047] For example, in some cases, 50% of the torque on the first wheel can be transferred to the second wheel at a fixed ratio of 50%. For instance, if the torque on the first wheel is 100 Nm, and the slip ratio of the first wheel is greater than a preset threshold, 50 Nm of torque can be transferred from the first wheel to other wheels with slip ratios less than or equal to the preset threshold.

[0048] For example, in other examples, multiple ranges of slip ratio can be set, each corresponding to a transfer ratio. The larger the value in the range, the larger the corresponding transfer ratio. When the slip ratio of the first wheel is greater than a preset threshold, the torque transfer ratio can be determined based on the range corresponding to the slip ratio of the first wheel. For example, if the range corresponding to the slip ratio of the first wheel is range B, and the transfer ratio corresponding to range B is 70%, then if the torque on the first wheel is 100 Nm, then 70 Nm of torque will be transferred from the first wheel to other wheels with slip ratios less than or equal to the preset threshold. In other words, in some examples, the proportion of torque transferred from the first wheel is positively correlated with the slip ratio of the first wheel. By transferring more torque to the second wheel when the slip ratio of the first wheel is larger, it is beneficial to better reduce the impact of wheel slippage on vehicle driving performance and improve vehicle driving performance.

[0049] according to Figures 1-4 The method described in this embodiment, by acquiring the vehicle speed and wheel speed of the airport shuttle bus, can accurately determine the slip ratio of the wheels on the airport shuttle bus. When the wheel speed of the first wheel is greater than the vehicle speed and the slip ratio is greater than a preset threshold, it can be determined that the first wheel of the vehicle is slipping during normal driving. By transferring at least a portion of the torque of the first wheel to the second wheel whose slip ratio is less than or equal to the preset threshold, flexible torque distribution can be achieved during normal driving, allowing the second wheel with better adhesion to obtain more torque, which helps to reduce slippage and improve the driving performance of the airport shuttle bus during normal driving.

[0050] Figure 5 A flowchart of another airport shuttle bus control method according to an embodiment of this disclosure is shown. Figure 5 As shown, in some exemplary embodiments, the airport shuttle bus control method provided in this disclosure may further include the following steps.

[0051] In step S501, the steering angle or driving route of the airport shuttle bus is obtained.

[0052] There are several methods for obtaining the turning angle of airport shuttle buses.

[0053] For example, in some implementations, the steering angle of the airport shuttle bus can be measured by a steering angle sensor (SAS) mounted on the airport shuttle bus.

[0054] For example, in other cases, the angular velocity signal related to steering can be measured using an inertial measurement unit (IMU) mounted on the airport shuttle bus. The steering angle of the airport shuttle bus can then be obtained by integrating the angular velocity signal.

[0055] For example, in some other cases, a camera mounted in the cockpit of an airport shuttle bus can capture continuous images of the steering wheel. The direction and angle of rotation of the steering wheel can be identified through these continuous images. Based on a pre-set mapping relationship between the steering angle and the direction and angle of rotation of the steering wheel, the steering angle of the airport shuttle bus can be determined.

[0056] Of course, the above is just an example of how to obtain the steering angle, not the only one.

[0057] In some examples, there can be multiple methods for obtaining the route of the airport shuttle bus.

[0058] For example, in some cases, the location of the airport shuttle bus in a world coordinate system can be obtained using a positioning device mounted on the bus. By mapping the shuttle bus's location in the world coordinate system onto a preset map, its location on the map is obtained. Based on the shuttle bus's location on the map, its current route, such as a straight road or a curve, can be determined.

[0059] For example, in other cases, road information can be collected using cameras or radar mounted on airport shuttle buses. Based on this information, road modeling can be performed, and the current route of the airport shuttle bus, such as whether it is a straight road or a curve, can be determined according to the resulting road model.

[0060] In step S503, based on the steering angle or driving route, it is determined that the airport shuttle bus is in a straight-moving state.

[0061] For example, when the turning angle of the airport shuttle bus is less than the preset turning angle, it can be determined that the airport shuttle bus is in a straight-line driving state.

[0062] For example, if the road type on the current route of the airport shuttle bus is a straight road, then the airport shuttle bus is determined to be traveling straight.

[0063] In some examples, airport shuttle buses can be equipped with differential locks (such as electronic differential locks) on both the front and rear axles. When the airport shuttle bus is traveling straight, the differential lock on the rear axle is locked, while the differential lock on the front axle can be either locked or unlocked. By controlling the locking of the differential lock on the rear axle while traveling straight, the stability of the vehicle is better ensured.

[0064] In step S505, if the slip ratio of all wheels on the airport shuttle bus is less than or equal to a preset threshold, torque is evenly distributed between the wheels of the airport shuttle bus.

[0065] For example, if the real-time torque of an airport shuttle bus is 300 Nm, and the slip ratio of all wheels on the shuttle bus is less than or equal to a preset threshold, and the shuttle bus is traveling in a straight line, and the shuttle bus includes a front axle and a rear axle, then the torque is distributed 50% to each axle (150 Nm to the front axle and 150 Nm to the rear axle). For each axle, the torque is evenly distributed among its wheels (75 Nm per wheel). Of course, this is just an example and not a definitive rule.

[0066] according to Figure 5 In this embodiment, when the airport shuttle bus is traveling straight and the slip ratio of all wheels on the airport shuttle bus is less than or equal to a preset threshold, the torque is evenly distributed among the wheels, which helps to improve the stability of straight-line driving.

[0067] Example, Figure 6 A flowchart of yet another airport shuttle bus control method according to an embodiment of this disclosure is shown. Figure 6 As shown, in some exemplary embodiments, at least a portion of the torque of the first wheel can be transferred to a second wheel with a slip ratio less than or equal to a preset threshold by means of the following method.

[0068] In step S601, when the second wheel includes multiple wheels, the distribution ratio of each wheel among the multiple wheels is determined according to the slip ratio of the multiple wheels, wherein the distribution ratio of each wheel is negatively correlated with the slip ratio of each wheel.

[0069] In some implementations, the distribution ratio of each wheel among multiple wheels can be determined based on the ratio of slip ratios among multiple wheels whose slip ratios are less than or equal to a preset threshold.

[0070] For example, suppose the slip ratios of wheels C1, C2, and C3 on an airport shuttle bus are less than or equal to a preset threshold. And the slip ratio of wheel C1 is 2%, that of wheel C2 is 3%, and that of wheel C3 is 5%. Then the ratio of the slip ratios of wheels C1, C2, and C3 is 2:3:5. In this case, the torque transferred from the first wheel is distributed as follows: 50% on wheel C1, 30% on wheel C2, and 20% on wheel C3. Thus, the lower the slip ratio of a wheel, the greater the torque transferred; that is, the wheel with better traction receives more torque, which helps reduce the impact of wheel slippage on vehicle driving performance. Of course, this is just an example and not the only possible explanation.

[0071] It should be noted that if one or more wheels with a slip ratio of 0 are included among multiple wheels with a slip ratio less than a preset threshold, in some examples, the allocation ratio of one of the wheels with a slip ratio of 0 can be set to 100%, while the other wheels are not allocated any. Alternatively, the torque transferred from the first wheel can be distributed proportionally across multiple wheels with a slip ratio of 0, while the other wheels (including wheels with a slip ratio less than the preset threshold but not zero) are not allocated any.

[0072] In step S603, based on the distribution ratio of each wheel among the multiple wheels, at least a portion of the torque of the first wheel is transferred to the multiple wheels.

[0073] For example, assuming the torque transferred from the first wheel is 100 Nm, and the slip ratios of wheels C1, C2, and C3 on the airport shuttle bus are less than or equal to a preset threshold, and the distribution ratio determined based on the slip ratios of wheels C1, C2, and C3 is 50% for wheel C1, 30% for wheel C2, and 20% for wheel C3, then 50 Nm is transferred to wheel C1, 30 Nm to wheel C2, and 20 Nm to wheel C3. Of course, this is merely an example and not the only possible interpretation.

[0074] according to Figure 6 In an embodiment, when there are multiple wheels with a slip ratio less than or equal to a preset threshold, the distribution ratio of each wheel is determined according to the slip ratio of the wheel and the negative correlation between the slip ratio and the distribution ratio. Based on this distribution ratio, the torque transferred by the first wheel is distributed to each wheel with a slip ratio less than or equal to the preset threshold. This helps to increase the torque obtained by the wheel with good adhesion and reduce the impact of wheel slippage on the vehicle's driving performance.

[0075] Figure 7 A flowchart of another airport shuttle bus control method according to an embodiment of this disclosure is shown. Figure 7 As shown, in some exemplary embodiments, the airport shuttle bus control method provided in this disclosure may further include the following steps.

[0076] In step S701, when the vehicle is turning, the steering angle is obtained and the rear axle differential lock is unlocked.

[0077] For example, in some embodiments of this disclosure, the differential lock of the rear axle of the airport shuttle bus is locked when traveling straight. When the airport shuttle bus is turning, the rear axle differential lock is unlocked, allowing the outer rear wheel to rotate at a higher speed than the inner rear wheel. The differential lock referred to in this disclosure can be understood as an electronic differential lock, but is not limited to electronic differential locks. For example, in some examples, the differential lock may include dual redundant electromagnetic clutches configured for each side wheel, receiving ECU (Electronic Control Unit) commands via a CAN (Controller Area Network) bus. Locking the vehicle to form a virtual rigid axle during straight-line travel and unlocking it during turning optimizes steering performance.

[0078] In the embodiments of this disclosure, there are various methods for obtaining the steering angle of the airport shuttle bus.

[0079] For example, in some implementations, the steering angle of the airport shuttle bus can be measured by a steering angle sensor (SAS) mounted on the airport shuttle bus.

[0080] For example, in other cases, the angular velocity signal related to steering can be measured using an inertial measurement unit (IMU) mounted on the airport shuttle bus. The steering angle of the airport shuttle bus can then be obtained by integrating the angular velocity signal.

[0081] For example, in some other examples, a camera mounted in the cockpit of an airport shuttle bus captures continuous images of the steering wheel. The direction and angle of rotation of the steering wheel are identified by the continuous images. Based on a pre-set mapping relationship between the steering angle and the direction and angle of rotation of the steering wheel, the steering angle of the airport shuttle bus is determined.

[0082] Of course, the above is just an example of how to obtain the steering angle, not the only one.

[0083] In step S703, the torque distribution ratio between the front and rear wheels is determined based on the steering angle. The distribution ratio of the rear wheels is greater than that of the front wheels, and the distribution ratio of the rear wheels is positively correlated with the magnitude of the steering angle.

[0084] In this embodiment of the disclosure, when the airport shuttle bus is turning, the proportion of torque distributed to the rear wheels is greater than that to the front wheels, in order to reduce the risk of sideslip.

[0085] In some examples, multiple steering angle ranges can be pre-defined, each corresponding to a torque distribution ratio. This ratio can be either the torque distribution ratio for the front wheels or the torque distribution ratio for the rear wheels. When the distribution ratio is set to the front wheels, a larger range value corresponds to a smaller distribution ratio. When the distribution ratio is set to the rear wheels, a larger range value corresponds to a larger distribution ratio. In other words, in some examples, the torque distribution ratio for the rear wheels is positively correlated with the steering angle. For example, when the steering angle is 60 degrees, the corresponding steering angle range is [30 degrees, 70 degrees]. The rear wheel distribution ratio for this range is 70%, and the front wheel distribution ratio is 30%. As another example, when the steering angle is 90 degrees, the corresponding steering angle range is [50 degrees, 90 degrees]. The rear wheel distribution ratio for this range is 80%, and the front wheel distribution ratio is 20%. Of course, these are just examples and not the only possible interpretations.

[0086] In step S705, torque is distributed to the front and rear wheels based on the distribution ratio of the front and rear wheels.

[0087] For example, assuming the airport shuttle bus has a real-time torque of 100 Nm, with 70% distributed to the rear wheels and 30% to the front wheels, then the torque distributed to the rear wheels is 70 Nm and the torque distributed to the front wheels is 30 Nm. When turning, distributing more torque to the rear wheels, making the torque to the rear wheels greater than that to the front wheels, helps reduce the risk of skidding.

[0088] It's important to note that the torque allocated to the front wheels can be distributed to the left and right front wheels according to a preset ratio. The inner front wheel receives a smaller percentage of torque than the outer front wheel. For example, when turning left, 30% of the torque allocated to the front wheels is distributed to the left front wheel, and 70% is distributed to the right front wheel. Distributing more torque to the outer wheels helps maintain steering stability and prevents skidding.

[0089] Similarly, the torque allocated to the rear wheels can be distributed to the left and right rear wheels according to a preset ratio. The inner rear wheel receives a smaller percentage of torque than the outer rear wheel. For example, when turning left, 30% of the torque allocated to the rear wheels is distributed to the left rear wheel, and 70% is distributed to the right rear wheel. Distributing more torque to the outer wheels helps ensure steering stability and prevents skidding.

[0090] For example, in some embodiments, the front and rear wheels of the airport shuttle bus described in this disclosure can each perform steering operations independently. For instance, in some embodiments, the front wheels of the airport shuttle bus can be steered via a first steering mechanism, and the rear wheels via a second steering mechanism. The structures of the first and second steering mechanisms can be the same or different. The structures of the first and second steering mechanisms, and their steering control methods, can be found in related technologies and will not be repeated here. For example, in some examples, to reduce the turning radius, the rotation directions of the front and rear wheels can be controlled by the first and second steering mechanisms to make the rotation directions of the front and rear wheels 90 degrees. For example, when turning left, the front wheels can be rotated 45 degrees to the left and the rear wheels 45 degrees to the right, thus making the rotation directions of the front and rear wheels 90 degrees. In this case, combined with differential control using wheel-side motors, such as controlling the speed of the right wheel to be higher than that of the left wheel when turning left, the turning radius can be reduced.

[0091] according to Figure 7 In this embodiment, the rear axle differential lock of the airport shuttle bus is unlocked when the airport shuttle bus is turning, which helps the rear wheels of the airport shuttle bus to rotate at different speeds and prevents sideslip. By obtaining the steering angle of the airport shuttle bus, the torque distribution ratio between the front and rear wheels is determined according to the steering angle, and the torque is distributed according to the distribution ratio, which can improve the torque of the rear wheels in the turning scenario and prevent sideslip.

[0092] Figure 8 A schematic diagram of an airport shuttle bus control device according to an embodiment of this disclosure is shown. Figure 8 As shown, in some embodiments, the airport shuttle bus control device (hereinafter referred to as the control device) 800 may include: The acquisition module 801 is used to acquire the speed of the airport shuttle bus and the wheel speed.

[0093] The first determining module 802 is used to determine the slip ratio of the wheel based on the vehicle speed and the wheel speed.

[0094] The torque control module 803 is configured to transfer at least a portion of the torque of the first wheel to a second wheel in response to the first wheel's wheel speed being greater than the vehicle speed and the slip ratio of the first wheel being greater than a preset threshold, wherein the slip ratio of the second wheel is less than or equal to the preset threshold.

[0095] In some exemplary embodiments of this disclosure, the torque control module 803 is configured to: when the second wheel comprises a plurality of wheels, determine the distribution ratio of each wheel among the plurality of wheels based on the slip ratio of the plurality of wheels, wherein the distribution ratio is negatively correlated with the slip ratio; and transfer at least a portion of the torque of the first wheel to the plurality of wheels based on the distribution ratio of each wheel among the plurality of wheels.

[0096] In some exemplary embodiments of this disclosure, the proportion of torque transferred from the first wheel is positively correlated with the slip ratio of the first wheel.

[0097] In some exemplary embodiments of this disclosure, the torque control module 803 is further configured to: when traveling straight, if the slip ratio of all wheels on the airport shuttle bus is less than or equal to the preset threshold, uniformly distribute torque between the wheels of the airport shuttle bus.

[0098] In some exemplary embodiments of this disclosure, the torque control module 803 is further configured to: control the rear axle differential lock of the airport shuttle bus to lock when traveling straight.

[0099] In some exemplary embodiments of this disclosure, the torque control module 803 is further configured to: acquire the steering angle and control the rear axle differential lock to unlock when the vehicle is turning; determine the torque distribution ratio between the front and rear wheels based on the steering angle, wherein the distribution ratio of the rear wheels is greater than the distribution ratio of the front wheels, and the distribution ratio of the rear wheels is positively correlated with the magnitude of the steering angle; and distribute torque to the front and rear wheels based on the distribution ratio of the front and rear wheels.

[0100] In some exemplary embodiments of this disclosure, the torque control module 803 is further configured to: control the rotation direction of the front wheels and the rear wheels during steering, such that the rotation direction of the front wheels and the rotation direction of the rear wheels are at 90 degrees.

[0101] Figure 8 The execution method and beneficial effects of the control device in the embodiment can be found in [reference needed]. Figures 1-7 Any of the embodiments described herein will not be repeated here.

[0102] In some embodiments, this disclosure also provides an airport shuttle bus including a processor and a memory, the memory being used to store executable instructions of the processor; wherein the processor is configured to perform the method in any of the above method embodiments by executing the executable instructions.

[0103] Example, Figure 9 A schematic diagram of an airport shuttle bus provided in an embodiment of this disclosure is shown, such as... Figure 9As shown. In some exemplary designs, the airport shuttle bus provided in this disclosure embodiment may include a first head 901 and a second head 902. Each of the first head 901 and the second head 902 is provided with a driver's cab. The driver's cabs in the first head 901 and the second head 902 can control the airport shuttle bus to travel in both directions. When the driver's cab in the first head 901 is activated, the first head 901 is the front of the vehicle, and the second head 902 is the rear of the vehicle. When the driver's cab in the second head 902 is activated, the second head 902 is the front of the vehicle, and the second head 901 is the rear of the vehicle.

[0104] Example, Figure 10 This is a diagram of the first head. Figure 11 This is a diagram of the second head, as shown below. Figure 10 and Figure 11 As shown, in some examples, passenger doors 911 can be provided on the first head 901 and the second head 902 respectively, and passenger doors 912 can be provided on the second head. Passengers can get on and off the airport shuttle bus through passenger doors 911 or passenger doors 912.

[0105] Example, Figure 12 This is a schematic diagram of the passenger compartment of an airport shuttle bus provided in an embodiment of this disclosure, as shown below. Figure 12 As shown, in some embodiments, the seats 121 in the airport shuttle bus passenger compartment can be modularly designed; for example, in some examples, the seats 121 in the passenger compartment can be magnetically attached. The magnitude of the magnetic force can be controlled by a conductive coil ( Figure 12 (Not shown in the image) Control. When the coil is de-energized, the seat can be quickly removed, thus meeting the needs of emergency scenarios. It can make full use of the passenger compartment space to meet the needs of different transportation scenarios.

[0106] In some embodiments, the airport shuttle bus provided in this disclosure may also include an electronic rearview mirror, which can expand the field of vision and eliminate or reduce blind spots.

[0107] Figure 9 The control method for the airport shuttle bus provided in the embodiment may include the above-described method. Figures 1-7 The methods in any of the embodiments are not described in detail here.

[0108] In some exemplary embodiments, this disclosure also provides a vehicle control device. In some examples, the vehicle control device can be understood as a vehicle infotainment system or an on-board computer, but is not limited to a vehicle infotainment system or an on-board computer.

[0109] Figure 13 A structural block diagram of a vehicle control device according to an embodiment of the present disclosure is shown. Refer below for... Figure 13 To describe a vehicle control device 1300 according to this embodiment of the present invention. Figure 13The vehicle control device 1300 shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of the present invention.

[0110] like Figure 13 As shown, the vehicle control device 1300 is presented in the form of a general-purpose computing device. The components of the vehicle control device 1300 may include, but are not limited to: at least one processing unit 1310 (included in one or more processors), at least one storage unit 1320 (included in one or more memories), and a bus 1330 connecting different system components (including storage unit 1320 and processing unit 1310).

[0111] The storage unit stores program code that can be executed by the processing unit 1310, causing the processing unit 1310 to perform the steps described in the "Exemplary Methods" section of this specification according to various exemplary embodiments of the present invention.

[0112] Storage unit 1320 may include readable media in the form of volatile storage units, such as random access memory (RAM) 1321 and / or cache memory 1322, and may further include read-only memory (ROM) 1323.

[0113] Storage unit 1320 may also include a program / utility 1324 having a set (at least one) program module 1325, such program module 1325 including but not limited to: operating system, one or more application programs, other program modules and program data, each or some combination of these examples may include an implementation of a network environment.

[0114] Bus 1330 can represent one or more of several types of bus structures, including a memory cell bus or memory cell controller, a peripheral bus, a graphics acceleration port, a processing unit, or a local bus using any of the various bus structures.

[0115] The vehicle control device 1300 can also communicate with one or more external devices 1340 (e.g., keyboard, pointing device, Bluetooth device, etc.), one or more devices that enable a user to interact with the vehicle control device 1300, and / or any device that enables the vehicle control device 1300 to communicate with one or more other computing devices (e.g., router, modem, etc.). This communication can be performed via input / output (I / O) interface 1350. Furthermore, the vehicle control device 1300 can also communicate with one or more networks (e.g., local area network (LAN), wide area network (WAN), and / or public networks, such as the Internet) via network adapter 1360. As shown, network adapter 1360 communicates with other modules of the vehicle control device 1300 via bus 1330. It should be understood that, although not shown in the figures, other hardware and / or software modules can be used in conjunction with the vehicle control device 1300, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0116] From the above description of the embodiments, those skilled in the art will readily understand that the exemplary embodiments described herein can be implemented by software or by combining software with necessary hardware. Therefore, the technical solutions according to the embodiments of this disclosure can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, external hard drive, etc.) or on a network, including several instructions to cause a computing device (such as a personal computer, server, terminal device, or network device, etc.) to execute the methods according to the embodiments of this disclosure.

[0117] In exemplary embodiments of this disclosure, a computer-readable storage medium is also provided, on which a program product capable of implementing the methods described above is stored. In some possible embodiments, various aspects of the invention may also be implemented as a program product comprising program code that, when the program product is run on a terminal device, causes the terminal device to perform the steps of the various exemplary embodiments of the invention described in the "Exemplary Methods" section of this specification.

[0118] A program product for implementing the above-described method according to embodiments of the present invention is described. This product may employ a portable compact disc read-only memory (CD-ROM) and include program code, and may run on a terminal device, such as a personal computer. However, the program product of the present invention is not limited thereto. In this document, the readable storage medium may be any tangible medium containing or storing a program that may be used by or in conjunction with an instruction execution system, apparatus, or device.

[0119] The program product may employ any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0120] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A readable signal medium may also be any readable medium other than a readable storage medium, capable of sending, propagating, or transmitting programs for use by or in conjunction with an instruction execution system, apparatus, or device.

[0121] The program code contained on the readable medium may be transmitted using any suitable medium, including but not limited to wireless, wired, optical fiber, RF, etc., or any suitable combination thereof.

[0122] Program code for performing the operations of this invention can be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Java and C++, and conventional procedural programming languages ​​such as C or similar languages. The program code can execute entirely on the user's computing device, partially on the user's device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server. In cases involving remote computing devices, the remote computing device can be connected to the user's computing device via any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computing device (e.g., via the Internet using an Internet service provider).

[0123] It should be noted that although several modules or units for the device used to perform actions have been mentioned in the detailed description above, this division is not mandatory. In fact, according to embodiments of this disclosure, the features and functions of two or more modules or units described above can be embodied in one module or unit. Conversely, the features and functions of one module or unit described above can be further divided and embodied by multiple modules or units.

[0124] Furthermore, although the steps of the method in this disclosure are described in a specific order in the accompanying drawings, this does not require or imply that the steps must be performed in that specific order, or that all the steps shown must be performed to achieve the desired result. Additional or alternative steps may be omitted, multiple steps may be combined into one step, and / or a step may be broken down into multiple steps.

[0125] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the appended claims.

Claims

1. A method for controlling airport shuttle buses, characterized in that, include: Obtain the speed of the airport shuttle bus and the wheel speed of its wheels; Based on the vehicle speed and the wheel speed, the slip ratio of the wheel is determined; In response to the first wheel's wheel speed being greater than the vehicle speed and the slip ratio of the first wheel being greater than a preset threshold, at least a portion of the torque of the first wheel is transferred to a second wheel, the slip ratio of the second wheel being less than or equal to the preset threshold.

2. The method according to claim 1, characterized in that, The transfer of at least a portion of the torque from the first wheel to the second wheel of the wheels includes: In the case where the second wheel comprises multiple wheels, the allocation ratio of each wheel among the multiple wheels is determined according to the slip ratio of the multiple wheels, wherein the allocation ratio is negatively correlated with the slip ratio; Based on the distribution ratio of each of the plurality of wheels, at least a portion of the torque of the first wheel is transferred to the plurality of wheels.

3. The method according to claim 1 or 2, characterized in that, The proportion of torque transferred from the first wheel is positively correlated with the slip ratio of the first wheel.

4. The method according to claim 1, characterized in that, The method further includes: When traveling straight, if the slip ratio of all wheels on the airport shuttle bus is less than or equal to the preset threshold, torque is evenly distributed between the wheels of the airport shuttle bus.

5. The method according to claim 1, characterized in that, The method further includes: When traveling straight, the rear axle differential lock of the airport shuttle bus is engaged.

6. The method according to claim 5, characterized in that, The method further includes: When turning, the steering angle is obtained, and the rear axle differential lock is unlocked. Based on the steering angle, the torque distribution ratio between the front and rear wheels is determined, wherein the distribution ratio of the rear wheels is greater than that of the front wheels, and the distribution ratio of the rear wheels is positively correlated with the magnitude of the steering angle. Based on the distribution ratio of the front wheels and the rear wheels, torque is distributed to the front wheels and the rear wheels.

7. The method according to claim 1, characterized in that, The method further includes: When turning, control the rotation direction of the front and rear wheels so that the rotation direction of the front wheels and the rotation direction of the rear wheels are 90 degrees apart.

8. An airport shuttle bus control device, characterized in that, include: The acquisition module is used to acquire the speed of the airport shuttle bus and the wheel speed of its wheels. The first determining module is used to determine the slip ratio of the wheel based on the vehicle speed and the wheel speed; A torque control module is configured to transfer at least a portion of the torque of the first wheel to a second wheel in response to the first wheel having a wheel speed greater than the vehicle speed and the slip ratio of the first wheel being greater than a preset threshold, wherein the slip ratio of the second wheel is less than or equal to the preset threshold.

9. An airport shuttle bus, characterized in that, include: processor; as well as Memory for storing the executable instructions of the processor; The processor is configured to perform the method of any one of claims 1 to 7 by executing the executable instructions.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the method of any one of claims 1 to 7.

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