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    • 专利摘要:
    The invention relates to a method for stabilizing a convoy of vehicles (11, 12) connected in pairs one behind the other, comprising a head vehicle (11) and at least one second vehicle (12) comprising a front axle (14) with two wheels (17, 18) movable in rotation about a front axle, a rear axle (15) with two wheels (19, 20) movable in rotation about a rear axis, the axle before a second vehicle (12) coinciding with the rear axle of the vehicle (11, 12) which precedes it, a hinge (21) configured to make the rear axle (15) mobile about a vertical axis substantially perpendicular to the reference plane with respect to the nose gear (14), a sensor for estimating an orientation of the second vehicle (12), a calculator, the method comprising the following steps: • estimation of the position and orientation of the vehicles (11, 12), • determination of the difference between the real trajectory and the trajectory reference ref, • calculation of a control vector to be applied to the rear axle (15), • application of the control vector to the articulation (21) of the vehicle (12).
    公开号:FR3055286A1
    申请号:FR1657962
    申请日:2016-08-26
    公开日:2018-03-02
    发明作者:Alain Micaelli；Eric Lucet
    申请人:Commissariat a lEnergie Atomique CEA；Commissariat a lEnergie Atomique et aux Energies Alternatives CEA；
    IPC主号:
    专利说明:

    Holder (s): COMMISSIONER OF ATOMIC ENERGY AND ALTERNATIVE ENERGIES Public establishment.
    Extension request (s)
    Agent (s): MARKS & CLERK FRANCE General partnership.
    £> 4 / METHOD OF STABILIZATION BY AMORTIZATION OF A CONVEYOR OF VEHICLES.
    FR 3 055 286 - A1 (5 /) The invention relates to a method for stabilizing a convoy of vehicles (11,12) linked in pairs one behind the other, comprising a leading vehicle (11) and at least a second vehicle (12) comprising a front axle (14) with two wheels (17, 18) movable in rotation about a front axis, a rear axle (15) with two wheels (19, 20) movable in rotation around a rear axis, the front axis of a second vehicle (12) being coincident with the rear axis of the vehicle (11,12) which precedes it, an articulation (21) configured to make the rear axle (15 ) movable in rotation about a vertical axis substantially perpendicular to the reference plane relative to the front axle (14), a sensor intended to estimate an orientation of the second vehicle (12), a computer, the method comprising the following steps:
    estimation of the position and orientation of the vehicles (11, 12), determination of the difference between the real trajectory and the reference trajectory, calculation of a control vector to be applied to the rear axle (15), application of the vector on the articulation (21) of the vehicle (12).

    METHOD FOR STABILIZING BY DAMPING A CONVEYOR OF VEHICLES
    The invention relates to the field of stabilization of a convoy of mechanically coupled vehicles and relates to a method of stabilization by damping of a convoy of vehicles. The invention also relates to a convoy of vehicles linked in pairs one behind the other.
    There are convoys of vehicles linked in pairs one behind the other such as a truck with several trailers or a road train, for example a tourist train, with a lead vehicle and mechanically coupled wagons one behind the other. 'other. We can also cite convoys of self-service vehicles. Indeed, self-service vehicles in urban and peri-urban areas are experiencing rapid growth. Frequently, a large concentration of vehicles is found in some stations at the expense of others. In order to balance the number of self-service vehicles at all stations, it is necessary to roll over self-service vehicles from stations rich in vehicles to stations poor in vehicles. To do this, in order not to mobilize too many drivers, there is the possibility of mechanically coupling the self-service vehicles provided for this purpose and thus forming a convoy of several vehicles, for example two, three, even eight or more , the convoy being driven by a single driver. The invention is illustrated in this case but is not limited to the application to self-service vehicles and can be applied to any type of convoy of vehicles.
    This type of vehicle convoy presents a stability problem. Indeed, when the convoy is set in motion, the connected vehicles can perform undesired lateral oscillations. These oscillations are more or less important depending on the trajectory of the convoy and its speed. This oscillation is dangerous, difficult to control and can lead to complete loss of control of the convoy. In the extreme, this can result in the convoy being put into portfolio, that is to say that one of the convoy vehicles forms an acute angle with another of the convoy vehicles, such as a folded portfolio.
    Other situations can generate such oscillations. We can cite in particular a trajectory for avoiding successive obstacles requiring the circumvention of obstacles by the entire convoy, involving oscillations of the vehicles of the convoy. On a superelevation, it is also possible for a convoy of vehicles to deform. Likewise, a strong side wind can cause the convoy to oscillate.
    By reflex, the driver of the towing vehicle, generally the first vehicle in the convoy or lead vehicle, slows down as soon as he perceives such an oscillation or brakes until the convoy stops. But this solution sometimes turns out to be ineffective, or the braking takes place too late and the maneuver ends all the same with a portfolio.
    There are also solutions implementing a control method to dampen the oscillations, but this type of solution requires the detection of the oscillations and their discrimination with respect to an oscillation desired by the driver, that is to say that the convoy vehicle is already in oscillation and it is often too late to make a correction. The driver must therefore undergo a certain level of oscillation. In addition, even small oscillations can be dangerous.
    The invention aims to overcome all or part of the problems mentioned above by proposing a method for controlling a convoy of vehicles linked in pairs one behind the other, making it possible to detect the slightest difference between the real trajectory and the desired reference trajectory so as to correct, if necessary, the position and / or orientation of each vehicle, before the appearance of lateral oscillations.
    To this end, the subject of the invention is a method of stabilizing by damping a convoy of vehicles linked in pairs one behind the other, intended to move on a reference plane along a reference trajectory, the convoy of vehicles following an actual trajectory, the convoy comprising:
    • a lead vehicle capable of moving along a main axis, comprising o a front axle with two wheels capable of being oriented along an orientation axis forming with the main axis an angle of orientation, o a rear axle with two wheels movable in rotation about a rear axis, o a first sensor intended to estimate a position and an orientation of the lead vehicle, • at least a second vehicle comprising:
    o a front axle with two movable wheels rotating around a front axle, o a rear axle with two movable wheels rotating around a rear axle, the front axle of a second vehicle being merged with the rear axle of the vehicle in front, o an articulation configured to make the rear axle mobile in rotation around a vertical axis substantially perpendicular to the reference plane with respect to the front axle, o a second sensor intended to estimate an orientation of the second vehicle, o an actuator capable of applying a force to the articulation on the rotation of the rear axle relative to the front axle of said vehicle, • a computer, the reference trajectory of the convoy being composed of the actual trajectory of the leading vehicle and the trajectory of the second ones vehicles driven by the lead vehicle and to which no external force is applied, the method comprising the following steps:
    • estimation by the sensors of the position of the lead vehicle and the orientation of the vehicles, • determination by the computer of the difference between the real trajectory and the reference trajectory from the estimations of the sensors, • if the difference between the actual trajectory and the reference trajectory is greater than a predefined value, calculation by the computer of a so-called articulation control vector comprising for each second vehicle a so-called articulation correction component to be applied to the articulation of said second vehicle, so as to minimize the difference between the real trajectory and the reference trajectory, • a step of applying the control vector known as of the articulation by the actuator on the articulation of said vehicle.
    According to one embodiment, the stabilization method according to the invention comprises, prior to the application of the control vector, a step of saturation of the control vector to be applied to said vehicle.
    The invention also relates to a convoy of vehicles linked in pairs one behind the other, intended to move on a reference plane along a reference trajectory, the convoy of vehicles following an actual trajectory, the convoy comprising:
    • a lead vehicle capable of moving along a main axis, comprising o a front axle with two wheels capable of being oriented along an orientation axis forming with the main axis an angle of orientation, o a rear axle with two wheels movable in rotation about a rear axis, o a first sensor intended to estimate a position and an orientation of the lead vehicle, • at least a second vehicle comprising:
    o a front axle with two movable wheels rotating around a front axle, o a rear axle with two movable wheels rotating around a rear axle, the front axle of a second vehicle being merged with the rear axle of the vehicle in front, o an articulation configured to make the rear axle mobile in rotation around a vertical axis substantially perpendicular to the reference plane with respect to the front axle, o a second sensor intended to estimate an orientation of the second vehicle, o an actuator capable of applying a force to the articulation on the rotation of the rear axle relative to the front axle of said vehicle, • a computer, the convoy being configured to implement such a stabilization process.
    The invention will be better understood and other advantages will appear on reading the detailed description of an embodiment given by way of example, description illustrated by the attached drawing in which:
    FIG. 1a schematically represents an embodiment of a convoy of vehicles according to the invention,
    - Figure 1b schematically shows a vehicle in top view according to the invention,
    FIG. 1c schematically represents a convoy of three vehicles in top view according to the invention,
    FIG. 2 schematically represents the steps of an embodiment of a control method according to the invention,
    FIG. 3 schematically represents the steps of another embodiment of a control method according to the invention,
    FIG. 4 schematically represents the steps of another embodiment of a control method according to the invention,
    FIG. 5 schematically represents the steps of another embodiment of a control method according to the invention,
    - Figure 6 shows an equation giving the difference between the actual trajectory and the reference trajectory of the vehicle convoy.
    For the sake of clarity, the same elements will have the same references in the different figures.
    In the description, the invention is described with the example of a train consisting of three vehicles. However, the invention is applicable to a train more generally comprising a plurality of vehicles, that is to say at least one leading vehicle and one following vehicle or several following vehicles one behind the other. By follower vehicle is understood a vehicle which can advantageously also be a lead vehicle, but the follower vehicle can also be passive, that is to say without piloting capacity, for example a trailer.
    FIG. 1a schematically represents an embodiment of a convoy 10 of vehicles according to the invention. The convoy 10 comprises vehicles 11,12 linked in pairs one behind the other, intended to move on a reference plane 13 along a reference trajectory, the convoy 10 of vehicles following an actual trajectory. The convoy 10 comprises a leading vehicle 11 able to move along a main axis 16, comprising a front axle 14 with two wheels 17, 18 able to be oriented along an orientation axis 22 forming with the main axis 16 an angle 25, a rear axle 15 with two wheels 19, 20 movable in rotation about a rear axle 27, a first sensor 7 intended to measure a position and an orientation of the lead vehicle 11. The term first sensor is take it broadly. The first sensor 7 can be a measurement sensor, for example a GPS or an inertial unit, but it can also be a means of estimating the position and the orientation of the lead vehicle 11, making it possible to make an estimate based on the rotation of the wheels and the steering angles, possibly with the help of a gyrometer. The convoy 10 comprises at least a second vehicle 12 comprising a front axle 14 with two movable wheels 17, 18 in rotation about a front axis 28, a rear axle 15 with two wheels 19, 20 movable in rotation around an axis rear 27, the front axis 28 of a second vehicle 12 being coincident with the rear axis 27 of the vehicle in front, a hinge 21 configured to make the rear axle 15 movable in rotation about a vertical axis substantially perpendicular to the reference plane 13 relative to the front axle 14, the axis perpendicular to the rear axle 15 then forming an angle 26 with the main axis 16, a second sensor 8 intended to estimate (or measure) an orientation of the second vehicle 12, a calculator 9.
    FIG. 1b schematically represents a vehicle 12 in top view according to the invention. This representation makes it possible to visualize the possible mobilities of the vehicle 12. The wheels 17, 18 of the front axle 14 are orientable by an orientation angle 25. The articulation 21 allows the rear axle 15 to pivot relative to the front axle 14 , by rotating it around the vertical axis substantially perpendicular to the reference plane
    13.
    The lead vehicle 11 does not necessarily have a hinge 21 since it is the tractor vehicle and therefore does not require rotational mobility of the rear axle relative to the front axle. However, the invention applies similarly to a leading vehicle 11 with a hinge 21. It is even advantageous to have a leading vehicle 11 identical to the second vehicles 12. In other words, all the vehicles are advantageously identical. And in one cited case, in a self-service vehicle station, the driver can use any vehicle 12 as the lead vehicle 11, thereby facilitating the logistical aspect of the vehicle fleet. In this case, or in the case of an isolated vehicle, that is to say used alone, the vehicle 12 serving as the lead vehicle has its articulation 21 blocked. In other words, the joint 21 is configured so that the angle 26 is zero.
    The vehicles 11, 12 may also each comprise a jack 29 positioned at the level of the articulation 21 capable of acting on the rotational movement of the rear axle relative to the front axle.
    FIG. 1c schematically represents the convoy 10 with three vehicles in top view according to the invention. In convoy of vehicles mode, the vehicles 11, 12 are linked mechanically, rigidly, to an elasticity of very great stiffness, for a question of feasibility. The inter-vehicle links 30 are such that the rear axle 27 of the rear axle of the preceding vehicle is merged with the front axle 28 of the front axle of the vehicle in question. For example, the rear axle 27 of the rear axle of the vehicle 11 coincides with the front axle 28 of the front axle of the vehicle 12 connected to the vehicle
    11. The front wheels 17, 18 of the lead vehicle 11 can be oriented so as to steer the convoy 10 of vehicles. The front wheels 17, 18 of the second vehicles 12 are nominally configured such that the angle 25 is zero, that is to say that the front wheels 17, 18 are oriented along the main axis 16, but possibly the wheels 17 , 18 can be oriented at a small angle for the purpose of stabilizing the convoy, as explained below.
    The convoy reference path is made up of the actual path of the lead vehicle 11 and the path of the second vehicles 12 driven by the lead vehicle 11 and to which no external force is applied. In other words, the reference trajectory is described by the trajectory of the lead vehicle 11 and the trajectory of the second vehicles 12 which follow the lead vehicle 11 as they can, without constraints or external forces. The reference trajectory comes from the kinematics and represents a unique configuration. Advantageously, the computer 9 is positioned in the lead vehicle 11 and communicates by wire or wirelessly with the sensors 7, 8. For the same reasons mentioned above, it is advantageous to have a lead vehicle 11 identical to the second vehicles 12, in which case each vehicle 11, 12 can comprise a computer 9. The computers 9 of each vehicle can calculate a trajectory and communicate with each other, by wired or wireless means.
    FIG. 2 schematically represents the steps of an embodiment of a control method according to the invention. The method according to the invention comprises the following steps. First of all, the method comprises a step 100 of estimation by the sensors 7, 8 of the position of the lead vehicle 11 and the orientation of the vehicles 11, 12. As explained previously, the sensors 7, 8 can be estimation means for estimating the position and orientation of vehicles. They can also be measurement sensors, in which case the estimation step 100 corresponds to a step of measuring the position and the orientation of the vehicles. In this case, the sensor 7 measures the position of the lead vehicle 11 and each of the sensors 8 measures the position and the orientation of the vehicle 11,12 with which it is associated. This position and orientation information is transmitted, by wire or wirelessly, to the computer 9. Next, the method according to the invention comprises a step 101 of determination by the computer 9 of the difference between the real trajectory and the reference trajectory from the estimates of the sensors 7, 8. The computer 9 is configured to determine the reference trajectory from the trajectory of the leading vehicle 11 and kinematic equations. Following step 100, the computer 9 is able to calculate the actual trajectory of the convoy 10 from the position and the orientation of the second vehicles 12.
    FIG. 6 represents an equation giving the difference 50 between the real trajectory and the reference trajectory of the vehicle convoy. The "ref" index refers to the reference trajectory. The vector 51 denoted h is a vector comprising the orientation of a vehicle and its position, h index "ref" is therefore the vector comprising the orientation and the position of a vehicle for its reference trajectory and h is the vector comprising the orientation and position of a vehicle for its actual trajectory. The angle 52 is the difference in orientation 26 of the vehicle considered with respect to the previous vehicle. For example, for the second vehicle 12 in the second position of the convoy, the angle 52 corresponds to the difference in orientation 26 of this second vehicle with respect to its previous one, that is to say the leading vehicle 11. The angle 52 therefore takes as its value the difference between the angle 26 of the second vehicle 12 and the angle 26 of the lead vehicle 11. The difference 50 is thus calculated by considering two by two all the vehicles 11, 12 of the convoy 10.
    Part 53 of deviation 50 corresponds to the values cited above and part 54 of deviation 50 corresponds to the time derivatives of the values previously mentioned. Thus the trajectories are represented by components 53 comprising the position and the orientation of the lead vehicle 11 and for each second vehicle 12 by a relative orientation corresponding to the orientation of the second vehicle 12 relative to the orientation of the vehicle which precedes, and the determination of the difference 50 between the real trajectory and the reference trajectory consists in calculating for each vehicle the difference between the components of its real trajectory and the components of its reference trajectory (part 53) and the difference between the time derivative of the components of its real trajectory and the time derivative of the components of its reference trajectory (part 54).
    Thus, the configuration of the convoy is represented by the orientation and the position of each vehicle, and more precisely, for each of the second vehicles 12 by its relative orientation with respect to the vehicle in front.
    If the difference between the real trajectory and the reference trajectory is not zero or much greater than a predefined value, the method comprises a step 102 of calculation by the computer 9 of a first control vector comprising for each second vehicle 12 a first correction component corresponding to the orientation angle 25 to be applied to the two wheels 17, 18 of the front axle 14. The first control vector makes it possible to use the steered wheels 17, 18 disposed at the front of each second vehicle 12. The modification of the direction of the steered wheels 17, 18 enables lateral forces to be applied by reaction at the connection connecting two consecutive vehicles of the convoy 10.
    In nominal operation, the axes of rotation 27 of the rear axle 15 of the preceding vehicle and the axes of rotation 28 of the wheels of the front axle of the following vehicle are merged. A change in the direction of the steered wheels 17, 18 destroys this collinearity and causes a relative skid. However, in the hypothesis where the orientation of the wheels 17, 18, that is to say the value of the first correction component, is low, this slippage remains tolerable, for example less than 15 degrees. Advantageously, the first correction component of each second vehicle is less than 5 degrees.
    From the error vector 50, the method according to the invention seeks to determine a setpoint, or control angle, for at least one of the second vehicles 12. The method according to the invention uses a global method making it possible to calculate a corrector as product of a matrix by the error vector 50, the result of the calculation being the angles of orientation 25 of all the second vehicles. And the calculation of the first control vector (step 102) is carried out by means of a quadratic linear control method (step 106). This method requires the choice of an operating point (or state or configuration and speed) around which the system is linearized. To simplify the calculations, it is sufficient to choose a linearization around a configuration such that all the vehicles are aligned and at a speed close to that of the actual convoy.
    The invention is therefore based on a vector and matrix representation of the vehicle convoy.
    The kinematic model of the convoy can be represented by a set of constraints by imposing the longitudinal speed on the lead vehicle, that there is no lateral speed at the wheels and that there is the same speed in translation at the level of articulation of two successive vehicles. The kinematic model makes it possible to determine the kinematic torsors of each vehicle, each kinematic torsor comprising the angular speed of the vehicle and a 2D translation speed vector.
    The dynamic model is built in a modular way by considering all vehicles as rigid solids coupled by dynamic constraints. Here, the dynamic model does not include a longitudinal wheel-ground behavior model, considered to be perfect. Only a lateral wheel-ground behavior model is considered. The dynamic model makes it possible to determine the dynamic torsors of each vehicle, each dynamic torsor comprising the moment of the vehicle and a 2D force speed vector. By writing the dynamic equations of a convoy of vehicles and taking into account the dynamic equations associated with the ground-wheel contact, the stresses on the torsors of effort and the kinematic constraints, and by linearizing the resulting equations, we obtain the model linearized dynamics. It is then possible to calculate the first control vector using a quadratic linear control method.
    The calculation of the first correction components can be carried out in real time. Alternatively, in order to ensure adjustment at all speeds and by noting that, for two nominal speeds, one of which is half the other, the coefficients of the first control vector are not too far apart, it is possible to consider apply a piecewise linear interpolation between these coefficients as a function of speed. In other words, the calculation of at least a first correction component can be carried out only once during a predefined period, and the at least one correction component is estimated by linear interpolation between the adjacent correction components of its vector of order during the predefined period. Linear interpolation makes it possible to limit the computation time of the first control vector. This saving in computation time is very important since the application of the trajectory corrections to be made to convoy 10 must be very reactive in order to correct the trajectory as soon as a slightest difference appears.
    For each second vehicle 12, the first correction component corresponding to the orientation angle 25 to be applied to the two wheels 17, 18 of the front axle 14 is multiplied by a first coefficient between 0 and 1. The weighting by the first coefficient is intended to couple the first control vector to a second control vector, as explained below. The second control vector is also called the rear train control vector.
    The quadratic linear control method does not deal with the limitation of the orientation angles 25. A last stage of saturation limits the control as a function of maximum speeds and amplitudes of orientation. The method according to the invention therefore advantageously comprises a step 103 of saturating the first control vector to be applied to said vehicle.
    Finally, the method comprises a step 104 of applying the first control vector to the two wheels of the front axle of each second vehicle so as to minimize the difference between the real trajectory and the reference trajectory. This is therefore the application of the first control vector as initially calculated to which each calculated component, that is to say the first correction components, has been multiplied by the first coefficient, then saturated.
    Thus, from the distance 50, the method according to the invention makes it possible to obtain a correction in the form of an angle of orientation of the wheels of one, two or more second vehicles 12. The wheels of all the second vehicles can therefore receive a command to correct their orientation angle.
    FIG. 3 schematically represents the steps of another embodiment of a control method according to the invention. This embodiment is described in this figure as an isolated and independent embodiment of the embodiment presented in Figure 2. We will see later that this embodiment of the control method can also be implemented in combination, successively or in parallel, with the embodiment presented in FIG. 2.
    First of all, and similarly to the embodiment presented in FIG. 2, the method comprises a step 100 of estimation (or measurement) by the sensors 7, 8 of the position of the lead vehicle 11 and the orientation of the vehicles 11, 12. The sensor 7 estimates (or measures) the position of the lead vehicle 11 and each of the sensors 8 estimates (or measures) the position and orientation of the vehicle 8 with which it is associated. This position and orientation information is transmitted, by wire or wirelessly, to the computer 9. Next, the method according to the invention comprises a step 101 of determination by the computer 9 of the difference between the real trajectory and the reference trajectory from the estimates (or measurements) of the sensors 7, 8. The computer 9 is configured to determine the reference trajectory from the trajectory of the leading vehicle 11 and kinematic equations. Following step 100, the computer 9 is able to calculate the actual trajectory of the convoy 10 from the position and the orientation of the second vehicles 12.
    In the embodiment of the method presented in FIG. 3, each of the two wheels 19, 20 of the rear axle 15 of each vehicle 11, 12 comprises a motorization means and a brake. The motorization means are independent and the brake on each wheel can be controlled independently.
    If the difference between the real trajectory and the reference trajectory is not zero or greater than a predefined value, the method according to the invention comprises a step 202 of calculation by the computer 9 of a second control vector (or vector of said rear axle control) comprising for each vehicle 11, 12 a second correction component, also called said rear axle correction component, to be applied to the rear axle 15 of said vehicle. Thus, at each inter-vehicle link, the propulsion or braking force and the moment can be controlled via a suitable combination of engine torque and brake torque. The second correction component comprises a torque to be applied to the wheels of the rear axle of said vehicle.
    The second control vector is calculated following the same approach as that of the calculation of the first control vector. By solving the equations mentioned above, it is then possible to calculate the second control vector using a quadratic linear control method. In this case, the second control vector corresponds to a torque to be applied to the rear axle of the vehicles.
    Thanks to the chosen equation, by linearizing the systems of equations, it is thus possible to obtain two control vectors, one for the orientation of the front wheels of the vehicles, the other for the torque to be applied to the rear axle of vehicles. This calculation method is advantageous since it makes it possible to provide two different types of correction which can be combined or used separately, that is to say applied simultaneously or successively, or else one type of correction can be deactivated without you might as well deactivate the other type of correction.
    The method according to the invention comprises for each vehicle a step 205 of distributing the torque to be applied to the rear axle 15 of said vehicle in a first force to be applied to a first of the two wheels of the rear axle 15 of said vehicle and in a second force to apply on a second among the two wheels of the rear axle 15 of said vehicle.
    The method according to the invention can provide a correction corresponding to the command which calculates a translation force and a set torque which result in torques on the wheels, which can be positive or negative independently. The activation of the motorization means and / or the brake of at least one rear axle wheel is done to meet the trajectory correction needs to be made to the convoy of vehicles. In other words, the activation of the motorization means and / or of the brake of at least one wheel of the rear axle, which results from the calculation of the second control vector, can intervene to correct the speed, the acceleration or deceleration of the convoy, but also this activation can intervene to reduce the difference between the real trajectory and the reference trajectory of the convoy of vehicles, therefore not necessarily for a correction in terms of speed or variations in speed, but simply in terms of positioning of the vehicles.
    Limitations or saturations of controls must take into account the asymmetry aspects for the same wheel between the maximum engine torque (provided by the wheel motor means whose maximum torque decreases as a function of speed) and the maximum resisting torque, depending mainly on braking, more important in absolute value. Limitations or saturation of controls must also take into account the aspects of coupling management between propulsion (i.e. a longitudinal force) and moment for stabilization of the convoy 10.
    It is chosen to favor stabilization, ie the moment calculated by the computer. Once this moment value has been calculated, it is best distributed over the two wheels according to the saturations managed on each wheel. The propulsion control is calculated in a second step, which implies that the convoy of vehicles can be braked or slowed down if stabilization requires it, even if in terms of propulsion it would be necessary to accelerate.
    The calculation of the second correction components can be carried out in real time. Alternatively, in order to ensure adjustment at all speeds and by noting that, for two nominal speeds, one of which is half the other, the coefficients of the second control vector are not too far apart, it is possible to consider apply a piecewise linear interpolation between these coefficients as a function of speed. In other words, the calculation of at least a second correction component can be carried out only once during a predefined period, and the at least one correction component is estimated by linear interpolation between the adjacent correction components of its vector of order during the predefined period. Linear interpolation makes it possible to limit the computation time of the first control vector. This saving in computation time is very important since the application of the trajectory corrections to be made to convoy 10 must be very reactive in order to correct the trajectory as soon as a slightest difference appears.
    For each vehicle, the second correction component to be applied to the rear axle 15 is multiplied by a second coefficient between 0 and 1, the sum of the first coefficient and the second coefficient being equal to 1. The weighting by the second coefficient is intended to coupling the second control vector to the first control vector, as mentioned above. More specifically, the control method can consist of a linear combination of the first and second control vectors. The values taken by the first and second coefficients make it possible to combine the two corrections to be made (on the orientation of the wheels of the front axle and on the torque and braking to be applied to the rear axle). The linear combination of these two corrections makes it possible to favor one of the two corrections, for example the orientation of the wheels 17, 18 by giving the first coefficient a value closer to 1. The values assigned to the first and second coefficients are adjustable to over time, depending on the type of correction desired, depending on whether you want to focus on the orientation of the wheels of the front axle or on the torque and / or braking of the rear axle. This linear combination also makes it possible to disconnect one of the corrections, by assigning a zero value to the associated coefficient. For example, if you do not wish to change the orientation of the wheels of the train of the second vehicles, it is enough to set the first coefficient to 0. Finally, the combination of the two corrections allows a more effective trajectory correction since it associates two correctors , both the orientation angle of the wheels and the torque to be applied to the rear axle, which allows the vehicle convoy to stay as close as possible to the reference path in terms of positioning and speed.
    A last saturation stage limits the command according to the maximum torque. The method according to the invention therefore advantageously comprises a step 203 of saturating the second control vector to be applied to said vehicle.
    Finally, the method comprises a step 204 of applying the second control vector, by the motorization means and / or the brake to the rear axle of said vehicle, so as to minimize the difference between the real trajectory and the reference trajectory . It is therefore a question of the application of the second control vector as initially calculated to which each calculated component, that is to say the second correction components, has been multiplied by the second coefficient, then saturated.
    FIG. 4 schematically represents the steps of another embodiment of a control method according to the invention. This embodiment is described in this figure as an isolated and independent embodiment of the embodiments presented in Figures 2 and 3. We will see later that this embodiment of the control method can also be implemented in combination, successively or in parallel, with the embodiment presented in FIG. 2 and / or the embodiment presented in FIG. 3.
    In this embodiment, each second vehicle 12 comprises an actuator capable of applying to the articulation 21 a force resistant to the rotation of the rear axle 15 relative to the front axle 14 of said vehicle. The method comprises, if the difference between the real trajectory and the reference trajectory is not zero or greater than a predefined value, a step 302 of calculation by the computer 9 of a third control vector, also called said control vector of the articulation, comprising for each second vehicle 12 a third correction component, also called a correction component called the articulation component, to be applied to the articulation 21 of said second vehicle, so as to minimize the difference between the actual trajectory and the reference trajectory.
    This correction is based on a jack controlled in resistant effort. It is a passive actuator, with the advantage of consuming little energy. Unlike an active actuator, this actuator does not apply a required effort, but only an effort resistant to movement, equal to the desired effort when the movement is effective, and less than the desired effort (or even zero) when there is no more movement. We can, in a simplified way, represent this control as a dry friction whose maximum force value is controlled.
    As this control is essentially passive, applying a quadratic linear control method is very conservative: the gains are too low and not sufficient to stabilize the convoy. It is preferable to implement a diagonal controller, the command being proportional to the error on the corresponding joint, with great gains.
    In connection with this characteristic, a difficulty must be dealt with. In the event that the joint tends to move in the same direction as the resistive moment, the computer must cancel the command so as not to prevent movement in the direction of the desired correction. This requires the installation of a direction of movement detector (for each joint, which can be achieved in different ways: using a speed or force or pressure measurement (in the case of a hydraulic cylinder or pneumatic), the last two solutions (effort or pressure) being the best adapted to the problem.
    The actuator's action is therefore not to act so that the angle 26 is between a minimum and a maximum authorized value, but to apply a force resistant to movement. The applied resistance force is not necessarily related to the angle 25 of orientation of the wheels 17, 18. The applied resistance force can in particular be determined by the type of jack used. For example, the jack can be of the hydraulic type, with a valve held by a spring. Pressure is then applied to the valve and beyond a certain predefined pressure, the valve moves and there is movement of the jack. Pressure can be applied one way or another.
    A last stage of saturation limits the command according to the maximum damper. The method according to the invention therefore advantageously comprises a step 303 of saturating the third control vector to be applied to said vehicle.
    Finally, the method comprises a step 304 of applying the third control vector by the actuator to the articulation of said vehicle.
    FIG. 5 schematically represents the steps of another embodiment of a control method according to the invention. This figure illustrates the possible combinations between the different embodiments of a control method. Each embodiment can be implemented individually. Or it is possible to cumulate two, for example the calculation of the first control vector and the calculation of the second control vector or the calculation of the first control vector and the calculation of the third control vector, or even the calculation of the second control vector and the calculation of the third control vector, or even all three (with application of the multiplier coefficient (s) and saturation) to apply the control vectors to the vehicle (s) correspondents. Thus combined, the three approaches complement each other without the need to favor one or the other. For example, in the event of loss of adhesion, it is mainly the jack which ensures the stabilization of the convoy of vehicles without the need to modify the control law. It can be noted that the actuation of the cylinder being passive, it is added to the other corrections. This explains the absence of a coefficient between 0 and 1, unlike the corrections corresponding to the first and second control vectors.
    This results in a more complete control of the convoy, well adapted to the deviations of the vehicles relative to the reference trajectory, more reactive and therefore more efficient. The invention is based on the fact that the convoy does not oscillate. In fact, the oscillations cannot develop since as soon as a slightest difference is detected, the control process is immediately implemented.
    The invention also relates to a convoy configured to implement a control method as described above. More specifically, the computer 9 is configured to implement such a method. For reasons of logistics ease, it is interesting that all the vehicles are identical, but it should be noted that the presence of a computer in each vehicle is not compulsory. The invention is applied with at least one computer 9 in the lead vehicle. In this case, the sensors of the second vehicles communicate their data to the computer 9.
    权利要求:
    Claims (6)
    [1" id="c-fr-0001]
    1. A method of stabilization by damping a convoy of vehicles (11, 12) linked in pairs one behind the other, intended to move on a reference plane (13) along a reference path, the convoy vehicles following an actual trajectory, the convoy comprising:
    • a lead vehicle (11) capable of moving along a main axis (16), comprising o a front axle (14) with two wheels (17, 18) capable of being oriented along an orientation axis (22) forming with the main axis (16) an orientation angle (25), o a rear axle (15) with two wheels (19, 20) movable in rotation about a rear axis (27), o a first sensor ( 7) intended to estimate a position and an orientation of the lead vehicle (11), • at least a second vehicle (12) comprising:
    o a front axle (14) with two wheels (17, 18) movable in rotation around a front axle (28), o a rear axle (15) with two wheels (19, 20) movable in rotation around a rear axis (27), the front axis (28) of a second vehicle (12) being coincident with the rear axis (27) of the vehicle (11, 12) preceding it, o an articulation (21) configured for making the rear axle (15) mobile in rotation about a vertical axis substantially perpendicular to the reference plane (13) relative to the front axle (14), o a second sensor (8) intended to estimate an orientation of the second vehicle ( 12), o an actuator (29) capable of applying to the articulation (21) a force in the rotation of the rear axle (15) relative to the front axle (14) of said vehicle (12), • a computer (9) , the reference trajectory of the convoy being composed by the real trajectory of the lead vehicle (11) and the trajectory of the second vehicles (12) driven by the v head unit (11) and to which no external force is applied, the method being characterized in that it comprises the following steps:
    • estimation by the sensors (7, 8) of the position of the lead vehicle (11) and the orientation of the vehicles (11, 12), (step 100) • determination by the computer (9) of the difference between the real trajectory and the reference trajectory from the sensor estimates (7, 8), (step 101) • if the difference between the real trajectory and the reference trajectory is greater than a predefined value, calculation (step 302) by the computer (9) of a so-called articulation control vector comprising for each second vehicle (12) a so-called articulation correction component to be applied to the articulation (21) of said second vehicle, so as to minimize the difference between the actual trajectory and the reference trajectory, • a step (304, 404) of applying the control vector known as of the articulation by the actuator (29) on the articulation (21) of said vehicle ( 12).
    [2" id="c-fr-0002]
    2. Stabilization method according to claim 1, characterized in that it comprises, prior to the application of the control vector (304, 404) a step (303, 403) of saturation of the control vector to be applied to said vehicle.
    [3" id="c-fr-0003]
    3. Convoy (10) of vehicles (11, 12) linked in pairs one behind the other, intended to move on a reference plane (13) along a reference path, the convoy (10) of vehicles (11, 12) following a real trajectory, the convoy comprising:
    • a lead vehicle (11) capable of moving along a main axis (16), comprising o a front axle (14) with two wheels (17, 18) capable of being oriented along an orientation axis (22) forming with the main axis (16) an orientation angle (25), o a rear axle (15) with two wheels (19, 20) movable in rotation about a rear axis (27), o a first sensor ( 7) intended to estimate a position and an orientation of the lead vehicle (11), • at least a second vehicle (12) comprising:
    o a front axle (14) with two wheels (17, 18) movable in rotation around a front axle (28), o a rear axle (15) with two wheels (19, 20) movable in rotation around a rear axle (27), the front axle (28) of a second vehicle (12) being coincident with the rear axle (27) of the vehicle (11,12) which precedes it,
    [4" id="c-fr-0004]
    5 o an articulation (21) configured to make the rear axle (15) mobile in rotation around a vertical axis substantially perpendicular to the reference plane (13) relative to the front axle (14), o a second sensor (8) intended to estimate a
    [5" id="c-fr-0005]
    10 orientation of the second vehicle (12), an actuator (29) capable of applying to the articulation (21) a force in the rotation of the rear axle (15) relative to the front axle (14) of said vehicle (12), • a computer (9),
    [6" id="c-fr-0006]
    15 characterized in that the convoy (10) is configured to implement a stabilization process according to any one of claims 1 to 2.
    1/7
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    同族专利:
    公开号 | 公开日
    FR3055286B1|2018-08-17|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    WO2014135310A1|2013-03-08|2014-09-12|Commissariat à l'énergie atomique et aux énergies alternatives|Towable road motor vehicle|FR3101602A1|2019-10-07|2021-04-09|Commissariat à l'Energie Atomique et aux Energies Alternatives|Road car convoy with improved handling, made up of towable vehicles|
    FR3101575A1|2019-10-07|2021-04-09|Commissariat à l'Energie Atomique et aux Energies Alternatives|Coupled road motor vehicle and road motor convoy made up of vehicles with improved handling|
    DE102020000823A1|2020-02-07|2021-08-12|Scania Cv Ab|Method and control arrangement for an articulated vehicle|
    CN109916491B|2019-03-05|2020-11-03|湖南大学|Method and system for identifying wheelbase, axle weight and total weight of mobile vehicle|
    法律状态:
    2017-08-31| PLFP| Fee payment|Year of fee payment: 2 |
    2018-03-02| PLSC| Publication of the preliminary search report|Effective date: 20180302 |
    2018-08-30| PLFP| Fee payment|Year of fee payment: 3 |
    2019-08-30| PLFP| Fee payment|Year of fee payment: 4 |
    2020-08-31| PLFP| Fee payment|Year of fee payment: 5 |
    2021-08-31| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1657962A|FR3055286B1|2016-08-26|2016-08-26|METHOD OF STABILIZATION BY DAMPING A CONVEYOR OF VEHICLES|FR1657962A| FR3055286B1|2016-08-26|2016-08-26|METHOD OF STABILIZATION BY DAMPING A CONVEYOR OF VEHICLES|
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