WO2018072648A1 - Method for controlling stability of rubber-tired train at high speed - Google Patents

Abstract

A method for controlling the stability of a rubber-tired train at high speed, the method comprising the following steps: S1, acquiring the lateral acceleration of each cabin of a rubber-tired train; S2, from the first cabin to the last cabin, determining in sequence whether the lateral acceleration of the cabin is greater than a preset acceleration limit, if not, maintaining the current state, if so, gradually adjusting and reducing the steering angle of the rear axle of that cabin by means of PID control until the lateral acceleration of that cabin is less than or equal to the preset acceleration limit. The control method has the advantages of a simple algorithm, fast adjustment, an effective improvement in the stability of the train at high speed, and lowered contact deterioration between the tires and the ground caused by excessive angle adjustment.

Description

High-speed stability control method for rubber wheel train [Technical Field]

The invention relates to the field of rubber wheel train control, in particular to a high speed stability control method for a rubber wheel train.

【Background technique】

In recent years, cross-border rubber-wheel rail vehicles combined with the advantages of the BRT and modern trams have gradually become one of the medium-sized traffic system solutions for the city. Among them, monorail transportation system, rubber wheel subway (APM line), rubber wheel tram (Translohf, quadrilateral limited rubber wheel guide tram, Bombardier's GLT) adopt mechanical guidance. The electronic guidance method using the path recognition system plus the trajectory following control system is more in line with the future unmanned trend. Typical examples include the Phileas produced by VDL of the Netherlands and the AutoTram developed by the Fraunhofe IVI Institute of Germany. The Phileas system has been commercialized and introduced and re-innovated by the Korea Railway Technology Research Institute. By embedding a magnet bar on the road surface, the lateral offset of the vehicle relative to the magnet bar is detected, and the full-axis steering system is controlled by closed-loop control. Eliminate the lateral offset to achieve trajectory follow-up control, with automatic, semi-automatic, manual driving modes. The AutoTram system has not been commercialized yet. The inventor proposed two trajectory following control methods according to different structural forms. The trajectory follow-up control can be realized based on vehicle motion by acquiring the precise position of the vehicle based on navigation and combining the simplified two-degree-of-freedom model to calculate the angle of each axis. The theory of Ackerman's control strategy can be achieved by simply following the driver's command, that is, the steering wheel angle. At present, the above research is only for the kinematic model at lower speeds, and does not consider the dynamic characteristics of the vehicle at higher speeds, and the dangerous situation of instability may occur when the vehicle turns at a high speed.

In the small and medium-sized cities, the development of rubber-wheel trains replaces traditional buses. Under the conditions of ensuring the safety of rubber-passenger trains and steering performance, it can not only improve the transportation capacity but also reduce the transportation cost by about 30%. Although the articulated rubber train passenger car has a large passenger capacity, the biggest difference compared with the single passenger car is the change of road passage due to the lengthening of the vehicle body. The specific performance is the increase of the turning radius and the lane area occupied by the turning. If it is enlarged, it will easily interfere with other elements of the road traffic next to it, so that it cannot pass smoothly, and even deteriorate the traffic operation environment, and it is impossible to realize bus transportation quickly and efficiently. In the case of high-speed driving, when the train travels straight, the length of the articulated train is relatively long, and it is easy to produce a serpentine tail. The train is unstable. During the turning process, the lateral acceleration of the train is relatively large, and the train is difficult to control. .

Lateral acceleration is an important indicator of the high-speed stability of lateral vehicles and is described in many relevant standards, and its limits are specified. For the rubber wheel low-floor intelligent rail train with full-axis steering and trajectory following function, it is necessary to design a high-speed stability control method to control the full-axis steering system to achieve lateral acceleration. Within the limits, the stability requirements have been met.

[Summary of the Invention]

The technical problem to be solved by the present invention is that, according to the technical problems existing in the prior art, the present invention provides a simple algorithm, a fast adjustment speed, can effectively improve the stability of the train at high speed, and can also reduce the excessive angle adjustment. A high-speed stability control method for a rubber wheel train in which the contact between the tire and the ground deteriorates.

In order to solve the above technical problem, the technical solution proposed by the present invention is: a high-speed stability control method for a rubber wheel train, comprising the following steps:

S1. Obtaining the lateral acceleration of each carriage of the rubber wheel train;

S2. Starting from the first car to the last car, judging whether the lateral acceleration of the car is greater than a preset acceleration limit, the steering angle of the rear axle of the car is gradually adjusted by PID control until the car The lateral acceleration value is less than or equal to the preset acceleration limit, otherwise no adjustment is made.

As a further improvement of the invention, the lateral acceleration is acquired by a lateral acceleration sensor.

As a further improvement of the present invention, the step of adjusting the steering angle of the rear axle of the car by the PID control step by step in the step S2 until the lateral acceleration value of the car is less than or equal to the preset acceleration limit includes: :

S2.1. reducing the steering angle of the rear axle of the car by a preset steering angle adjustment amount;

S2.2. determining whether the current lateral acceleration of the car is greater than a preset acceleration limit, if yes, skip to step S2.1, otherwise jump to step S2.3;

S2.3. End the adjustment.

As a further improvement of the present invention, when the car is not the first car of the rubber train, the step S2.1 further includes a step S2.1a, according to the angle between the car and the previous vehicle The steering angle of the rear axle of the car is adaptively adjusted to the steering angle of the front axle of the car.

As a further improvement of the present invention, the preset steering angle adjustment amount is 0.1 degrees.

A high-speed stability control method for a rubber wheel train, comprising: simplifying a rubber wheel train into a one-half model, starting from the second car, sequentially controlling the steering of the front axle of the current car according to the following steps;

S1. Obtain a first turning radius R ₁ , where the first turning radius is a turning radius of a rear axle of the current car;

S2. The steering angle calculated according to the formula shown in formula (1) controls the steering of the front axle of the current car,

In the formula (1), δ is the steering angle of the front axle of the current car, R ₁ is the first turning radius, and l ₂ is the predetermined distance between the front and rear axles of the current car.

As a further improvement of the present invention, the specific steps of the step S1 include:

S1.1. Obtain a second angle θ ₂ , where the second angle is an angle between a tangential direction of a front hinge point of the current car relative to a steering center of the train and a body direction of the current car;

S1.2. Calculating the first turning radius R ₁ according to the second angle according to the formula shown in the formula (2),

R ₁ =(l ₂ +l _2,f )tan(π-θ ₂ ) (2)

In the formula (2), R ₁ is a first turning radius, l ₂ is a predetermined distance between the front and rear axles of the current car, and l _{2, f} is a predetermined between the front axle of the current car and the front hinge point of the current car. The distance, θ ₂ is the second angle.

As a further improvement of the present invention, the specific steps of the step S1.1 include:

S1.1.1. Obtain a first angle θ ₁ between the tangential direction of the front hinge point of the current car relative to the steering center of the train and the body direction of the previous car at the front hinge point of the current car. Angle

. S1.1.2 Get the current rotational angle θ _art before the hinge point of the hinge mechanism of the carriage;

S1.1.3. Calculating the second angle θ ₂ according to the formula shown in the formula (3),

θ ₂ =θ ₁ +θ _art (3)

In the formula (3), θ ₂ is the second angle, θ ₁ is the first angle, and θ _art is the corner of the front hinge point hinge mechanism of the current car.

As a further improvement of the present invention, the specific steps of the step S1.1.1 include:

S1.1.1.1. Obtain a second turning radius R ₂ , where the second turning radius is a turning radius of a rear axle of a previous car hinged with the current car;

S1.1.1.2. Calculating the first angle θ ₁ according to the formula shown in the formula (4),

In the formula (4), θ ₁ is the first angle, R ₂ is the second turning radius, and l ₁ is a predetermined distance between the rear axle of the preceding compartment and the front hinge point of the current compartment. .

As a further improvement of the present invention, the specific steps of the step S1.1.1.1 include:

S1.1.1.1.1. Obtain a steering angle δ ₁ of the front axle of the preceding car;

S1.1.1.1.2. Calculating the second turning radius R ₂ according to the formula shown in the formula (5),

In the formula (5), R ₂ is a second turning radius, l ₁ is a predetermined distance between the front and rear axles of the preceding car, and δ ₁ is a steering angle of the front axle of the preceding car.

As a further improvement of the present invention, in the step S1.1.1.1.1, when the previous car is the first car of the rubber train, the steering angle δ ₁ of the front axle of the preceding car is according to the steering mechanism determine.

The advantages of the present invention over the prior art are:

1. The high-speed stability control method of the rubber wheel train of the present invention determines whether the lateral acceleration of each car is greater than a preset acceleration limit, and respectively performs a high speed on the steering angle of each car, so that the lateral acceleration of each car is quickly restored. Within the preset acceleration limit range, the algorithm is simple and the adjustment speed is fast, which can effectively improve the stability of the train at high speed, and can also reduce the deterioration of the contact between the tire and the ground caused by excessive angle adjustment. High speed stability control method.

2. The high-speed stability control method of the rubber wheel train of the invention can effectively improve the running stability of the rubber wheel train after use, and effectively improve the ride comfort and safety.

3. The invention has simple control, can not only effectively prevent the situation that the rubber wheel train produces a serpentine tail when driving in a straight line, but also can reduce the lateral acceleration ratio of the train during the turn of the rubber wheel train, and improve the control stability of the train. The front axle wheels of each train are controlled to control the steering of the train under minimum force.

[Description of the Drawings]

Figure 1 is a schematic view of the structure of a rubber wheel train body.

Fig. 2 is a schematic view showing the steering angle of each axle of the rubber wheel train model after the simple "cycling model".

FIG. 3 is a schematic flow chart of a specific embodiment of the present invention.

4 is a schematic diagram of a control principle of a specific embodiment of the present invention.

Figure 5 is a schematic view of the structure of the rubber wheel train body.

FIG. 6 is a schematic diagram of a control mode of a train model according to a specific embodiment of the present invention.

【Detailed ways】

The invention is further described below in conjunction with the drawings and particularly preferred embodiments, but without thereby limiting the scope of the invention.

Embodiment 1: The high-speed stability control method of the rubber wheel train of the present invention is mainly applied to an articulated rubber wheel train, as shown in FIG. 1 , including a one-end two-section modular motor train, and a hinged two-section modular motor train. Between the modular trailers, the number of modular trailers can be arbitrarily grouped and has two-way driving capability. In the present embodiment, the high speed means that the speed is greater than 45 km/h.

In this embodiment, in order to more conveniently explain the high-speed stability control method of the rubber wheel train of the present invention, the rubber wheel train is simplified into a "cycling model", as shown in FIG. 2, delta1, delta2, delta3, delta4... The steering angle of each axle of the rubber wheel train, wherein delta1 is the steering angle of the first axle of the first compartment (ie, the first axle), and delta2 is the steering angle of the rear axle of the first compartment (ie, the second axle), and delta3 is The steering angle of the front axle of the second car (ie the third axle), the delta4 is the steering angle of the rear axle of the second car (ie the second axle); G1, G2, ..., GN is the articulation point of each car; beta1 It is the hinge angle of the first hinge point G1.

As shown in FIG. 3, the high-speed stability control method of the rubber wheel train of the embodiment includes the following steps: S1. Obtaining the lateral acceleration of each car of the rubber wheel train; S2. Starting from the first car to the last car, It is determined in turn whether the lateral acceleration of the car is greater than a preset acceleration limit, and the steering angle of the rear axle of the car is gradually adjusted by PID control until the lateral acceleration value of the car is less than or equal to a preset acceleration limit. Otherwise no adjustments will be made. Lateral acceleration is obtained by a lateral acceleration sensor. Of course, the lateral acceleration can also obtain the motion parameters of the cabin through other sensors, such as a gyroscope, and obtain the lateral acceleration by calculation.

In this embodiment, as shown in FIG. 4, the step of adjusting the steering angle of the rear axle of the car by PID control in step S2 until the lateral acceleration value of the car is less than or equal to the preset acceleration limit includes: S2.1. reducing the steering angle of the rear axle of the car by a preset steering angle adjustment; S2.2. determining whether the current lateral acceleration of the car is greater than a preset acceleration limit, and then jumping to Step S2.1, otherwise jump to step S2.3; S2.3. End adjustment. In this embodiment, the preset steering angle adjustment amount is 0.1 degrees. It should be noted that the specific value of the steering angle adjustment amount can be flexibly set as needed, and is not limited to 0.1 degrees set in the embodiment.

In the present embodiment, the steering angle of each axle of the rubber train includes a steering angle that is resistant to the left and right. Under the action of the steering angle, the train generates centrifugal force, thereby generating a lateral acceleration to the right or left. For convenience of explanation, in the present embodiment, the rubber wheel train has a steering angle of zero degrees when the vehicle is not steered straight, and when the rubber wheel train turns, whether the steering shaft is turned to the left or turned to the right, the current time is The steering angle value is a positive value. For example, at the current time (ie, the initial time of adjustment), the lateral acceleration of the rubber wheel train is greater than the preset acceleration limit, and the steering angle of the rear axle is 10 degrees to the right, that is, At this point, the steering to the right is positive. The steering angle of the rear axle is PID controlled by the method of the invention, and the steering angle of the rear axle is gradually reduced, and in the actual running state, especially in the high-speed running state of the rubber train, when the steering angle of the rear axle is adjusted to At 0 degrees, the lateral acceleration cannot be made less than or equal to the preset acceleration limit. Therefore, the steering angle of the rear axle needs to be adjusted to turn to the left. At this time, the leftward steering is negative, that is, the rear axle. The value of the steering angle is a negative value. In this state, the reduction of the rear axial right steering angle is the increase of the rear left steering angle. In the same way, at the current time (ie, the initial time of adjustment), when the steering angle of the rear axle is to the left, the steering angle to the left is positive, and when the steering angle is adjusted to a negative value, the steering angle is adjusted to Turn right. In summary, in the present embodiment, the adjustment situation in the leftward and rightward states is generally described by reducing the steering angle of the rear axle.

In this embodiment, the lateral acceleration of the first car obtained by the sensor is a ₁ , and the preset acceleration limit is a _max , when the lateral acceleration of the first car is a _{1 is} greater than the preset acceleration limit. When the value is a _max , the current steering angle of the rear axle of the first car is gradually adjusted by the PID method, and the adjustment amount of each adjustment is 0.1 degree, and the first car is gradually reduced by gradually reducing the steering angle of the rear axle. The lateral acceleration is restored to a level less than or equal to the preset acceleration limit.

In the rubber wheel train, except for the first car, the steering angle of the rear axle of each car is controlled according to a certain trajectory following method, and the steering angle of the front axle is adaptively controlled, thereby realizing the car to the car. Steering control. When the lateral acceleration of the other cars except the first car in the rubber train is greater than the preset acceleration limit, the steering angle of the rear axle of the car needs to be adjusted. In the embodiment, the steering angle of the rear axle of the vehicle is also gradually adjusted by the PID method, and the adjustment amount of each adjustment is 0.1 degree. By gradually reducing the steering angle of the rear axle, the lateral acceleration of the car is restored to A level less than or equal to the preset acceleration limit.

In the present embodiment, for the non-head car of the revolver train, the running angle state of the car is determined by the articulation angle of the car to the hinge point of the previous car and the steering angle of the rear axle of the car. In the case where the articulation angle and the steering angle of the rear axle have been determined, the operating state of the passenger compartment has also been determined. However, in order to reduce the force of the hinge point, it is necessary to adaptively adjust the steering angle of the front axle of the car. Therefore, in the embodiment, when the car is not the first car of the rubber train, step S2.1 further includes step S2.1a, according to the angle of the car to the front of the car and the rear of the car. The steering angle of the axle adaptively adjusts the steering angle of the front axle of the car. In the present embodiment, the steering angle of each axle of the rubber train is obtained by the steering angle sensor or directly by the steering controller of each axle of the rubber train.

Embodiment 2: As shown in FIG. 5, the rubber wheel train can be connected by N cars through a hinge mechanism, and each car has 2 axles. The front axle of each car is the steering axle and the rear axle is the non-steering axle. The train controls the steering of the train by controlling the steering angle of the front axle of each car. For the first car of the rubber train, the steering of the first car is controlled by the driver through the steering mechanism.

The high-speed stability control method of the rubber wheel train of the embodiment includes: simplifying the rubber wheel train into a one-half model, starting from the second car, sequentially controlling the steering of the front axle of the current car according to the following steps; S1. a turning radius R ₁ , the first turning radius is the turning radius of the current rear axle of the car; S2. The steering angle calculated according to the formula shown in the formula (1) controls the steering of the front axle of the current car,

In the formula (1), δ is the steering angle of the front axle of the current car, R ₁ is the first turning radius, and l ₂ is the predetermined distance between the front and rear axles of the current car. In the present embodiment, the high speed means that the speed is greater than 45 km/h.

As shown in FIG. 6, a second compartment in the cabin will be described as the current embodiment of the present embodiment, FIG. 6 O is the center of the steering tire train, A ₁ is a front half of the first car in the train model The position of the shaft, A ₂ is the position of the rear axle of the first car in the train one-half model, A ₃ is the position of the front axle of the second car in the one-half model of the train, and A ₄ is the train two-pointer one model of the second compartment of the rear axle position, C ₁ is the hinge point of the first carriage and a second carriage, C ₂ is the hinge point of the third compartment and a second compartment. Among them, the front axle of each car is a steering axle, the rear axle is a non-steering axle, and the wheel direction of the non-steering axle is maintained at 0 degrees. The first car is a driver-controlled car, and the steering angle of the front axle of the first car is controlled by the driver through a steering mechanism such as a steering wheel. The driver controls the steering angle of the first car through the steering mechanism. In order to ensure the stability of the train during driving, it is necessary to control the steering of the front axles of each car according to the principle that the front axles of the remaining cars are least stressed. As shown in Fig. 6, the O point position is the center of the train turning. According to the principle of minimum force on the front axle, as long as the distance between the center of the turn and the rear axle of the second car is determined, that is, the first turning radius R ₁ = OA ₄ , the second formula can be calculated according to the formula shown in formula (1). The steering angle of the front axle of the car, thereby controlling the steering of the second car. The distance between the front and rear axles of the second car can be determined by pre-measurement.

In this embodiment, the specific step of step S1 is: S1.1. Obtain a second angle θ ₂ , the second angle is the tangential direction of the front hinge point of the current car relative to the steering center of the train and the body direction of the current car. The angle between the two; S1.2. According to the second angle, the first turning radius R ₁ is calculated by the formula shown in the formula (2).

In the formula (2), R ₁ is a first turning radius, l ₂ is a predetermined distance between the front and rear axles of the current car, and l _{2, f} is a predetermined between the front axle of the current car and the front hinge point of the current car. The distance θ ₂ is the second angle.

In the present embodiment, as shown in FIG. 6, in the right triangle ΔOC ₁ A ₄ , the angle between the ∠ OC ₁ A ₄ and the distance between the rear axle of the second car and the hinge point C ₁ can be determined. The value of OA ₄ is conveniently calculated by a trigonometric function. It can be determined from Fig. 6 that the line between the center O and the hinge point C ₁ is perpendicular to the tangent at the hinge point C ₁ , so that it is only necessary to determine the value of the second angle θ ₂ , that is, ∠ OC ₁ A ₄ From the angle, the value of OA ₄ can be conveniently calculated by the formula shown in the formula (2), that is, the first turning radius R ₁ is determined. Of course, the first turning radius R _{1 is} not limited to the method obtained by the embodiment.

In this embodiment, the specific step of step S1.1 includes: S1.1.1. Acquiring the first angle θ ₁ , the first angle is the tangential direction of the front hinge point of the current car relative to the steering center of the train and the current car The angle between the body direction of the previous car at the front hinge point; S1.1.2. Obtain the angle θ _art of the front hinge point hinge mechanism of the current car; S1.1.3. Calculate the second clip according to the formula shown in formula (3) Angle θ ₂ ,

θ ₂ =-θ ₁ +θ _art (3)

In the formula (3), θ ₂ is the second angle, θ ₁ is the first angle, and θ _art is the corner of the front hinge point hinge mechanism of the current car.

6, since the first carriage and the second carriage at _an articulation hinge points C, angle θ _art can be obtained directly by the hinge mechanism of the hinge mechanism by a hinge mechanism, through the analysis of FIG. 6, only necessary to determine a first With the angle θ ₁ , the second angle θ ₂ can be conveniently calculated by the formula shown in the formula (3). Of course, the second included angle θ _{2 is} not limited to the method obtained by the present embodiment.

In this embodiment, the specific steps of step S1.1.1 include: S1.1.1.1. acquiring a second turning radius R ₂ , and the second turning radius is a turning radius of the rear axle of the previous car hinged with the current car; S1 .1.1.2. Calculate the first angle θ ₁ according to the formula shown in equation (4).

In the formula (4), θ ₁ is the first angle, R ₂ is the second turning radius, and l ₁ is the predetermined distance between the rear axle of the previous compartment and the front hinge point of the current compartment.

As shown in FIG. 6, in the right triangle ΔOC ₁ A ₂ , the angle of ∠ OA ₂ C ₁ is 90 degrees, and the sum of ∠ OC ₁ A ₂ and the first angle θ ₁ is 90 degrees. Therefore, it is only necessary to obtain the distance between the center O and the rear axle of the first car, that is, the second turning radius R ₂ = OA ₂ , and the first included angle θ ₁ can be calculated by the formula shown in the formula (4). Of course, the first angle θ _{1 is} not limited to the method obtained by the embodiment.

In this embodiment, the specific steps of step S1.1.1.1 include: S1.1.1.1.1. Obtain the steering angle δ ₁ of the front axle of the previous car; S1.1.1.1.2. According to the formula shown in formula (5) Calculating the second turning radius R ₂ ,

In the formula (5), R ₂ is a second turning radius, l ₁ is a predetermined distance between the front and rear axles of the preceding car, and δ ₁ is a steering angle of the front axle of the preceding car.

As shown in FIG. 6, in the right triangle ΔOA ₁ A ₂ , the angle of the ∠OA ₂ A ₁ is 90 degrees, and the line between the center O and the front axle of the first car is perpendicular to the front axle of the first car. Therefore, it is only necessary to determine the steering angle δ _{1 of the} front axle of the first car and the distance l ₁ between the front and rear axles of the first car, and it is convenient to calculate the center O and the formula by the formula shown in the formula (5). The distance between the rear axles of one car is OA ₂ = R ₂ . The distance l ₁ between the front and rear axles of the first car can be determined by pre-measurement. The steering angle δ _{1 of the} front axle of the first car is directly determined according to the steering mechanism, and the steering angle of the front axle of the first car is directly obtained. Since the present invention starts from the second car, the steering of the front axle of the current car is controlled in the following steps. When the front car of the current car is not the first car, the steering angle of the front axle of the front car of the current car is in front. The determination has been calculated in one round of control to achieve steering control for the entire train.

The above are only preferred embodiments of the invention and are not intended to limit the invention in any way. While the invention has been described above in the preferred embodiments, it is not intended to limit the invention. Therefore, any simple modifications, equivalent changes, and modifications to the above embodiments in accordance with the teachings of the present invention should fall within the scope of the present invention.

Claims (11)

1. A high-speed stability control method for a rubber wheel train, characterized in that the method comprises the following steps:

   S1. Obtaining the lateral acceleration of each carriage of the rubber wheel train;

   S2. Starting from the first car to the last car, determining whether the lateral acceleration of the car is greater than a preset acceleration limit, and gradually reducing the steering angle of the rear axle of the car by PID control until The lateral acceleration value of the car is less than or equal to the preset acceleration limit, otherwise no adjustment is made.
2. The high-speed stability control method for a rubber wheel train according to claim 1, wherein the lateral acceleration is acquired by a lateral acceleration sensor.
3. The high-speed stability control method for a rubber wheel train according to claim 1 or 2, wherein in the step S2, the steering angle of the rear axle of the car is gradually adjusted by PID control until the side of the car The specific steps of the acceleration value being less than or equal to the preset acceleration limit include:

   S2.1. reducing the steering angle of the rear axle of the car by a preset steering angle adjustment amount;

   S2.2. determining whether the current lateral acceleration of the car is greater than a preset acceleration limit, if yes, skip to step S2.1, otherwise jump to step S2.3;

   S2.3. End the adjustment.
4. The high-speed stability control method for a rubber wheel train according to claim 3, wherein when the car is not the first car of the rubber train, the step S2.1 further includes step S2.1a. And adaptively adjusting the steering angle of the front axle of the car according to the angle of the car to the hinge angle of the previous section and the steering angle of the rear axle of the car.
5. The high-speed stability control method for a rubber wheel train according to claim 4, wherein the preset steering angle adjustment amount is 0.1 degree.
6. A high-speed stability control method for a rubber wheel train, comprising: simplifying a rubber wheel train into a one-half model, starting from the second car, sequentially controlling the steering of the front axle of the current car according to the following steps;

   S1. Obtain a first turning radius R ₁ , where the first turning radius is a turning radius of a rear axle of the current car;

   S2. The steering angle calculated according to the formula shown in formula (1) controls the steering of the front axle of the current car,

   

   In the formula (1), δ is the steering angle of the front axle of the current car, R ₁ is the first turning radius, and l ₂ is the predetermined distance between the front and rear axles of the current car.
7. The high-speed stability control method for a rubber wheel train according to claim 6, wherein the specific steps of the step S1 include:

   S1.1. Obtain a second angle θ ₂ , where the second angle is an angle between a tangential direction of a front hinge point of the current car relative to a steering center of the train and a body direction of the current car;

   S1.2. Calculating the first turning radius R ₁ according to the second angle according to the formula shown in the formula (2),

   R ₁ =(l ₂ +l _2,f )tan(π-θ ₂ ) (2)

   In the formula (2), R ₁ is a first turning radius, l ₂ is a predetermined distance between the front and rear axles of the current car, and l _{2, f} is a predetermined between the front axle of the current car and the front hinge point of the current car. The distance, θ ₂ is the second angle.
8. The high-speed stability control method for a rubber wheel train according to claim 7, wherein the specific steps of the step S1.1 include:

   S1.1.1. Obtain a first angle θ ₁ between the tangential direction of the front hinge point of the current car relative to the steering center of the train and the body direction of the previous car at the front hinge point of the current car. Angle

   . S1.1.2 Get the current rotational angle θ _art before the hinge point of the hinge mechanism of the carriage;

   S1.1.3. Calculating the second angle θ ₂ according to the formula shown in the formula (3),

   θ ₂ =θ ₁ +θ _art (3)

   In the formula (3), θ ₂ is the second angle, θ ₁ is the first angle, and θ _art is the corner of the front hinge point hinge mechanism of the current car.
9. The high-speed stability control method for a rubber wheel train according to claim 8, wherein the specific steps of the step S1.1.1 include:

   S1.1.1.1. Obtain a second turning radius R ₂ , where the second turning radius is a turning radius of a rear axle of a previous car hinged with the current car;

   S1.1.1.2. Calculating the first angle θ ₁ according to the formula shown in the formula (4),

   

   In the formula (4), θ ₁ is the first angle, R ₂ is the second turning radius, and l ₁ is a predetermined distance between the rear axle of the preceding compartment and the front hinge point of the current compartment. .
10. The high-speed stability control method for a rubber wheel train according to claim 9, wherein the specific steps of the step S1.1.1.1 include:

    S1.1.1.1.1. Obtain a steering angle δ ₁ of the front axle of the preceding car;

    S1.1.1.1.2. Calculating the second turning radius R ₂ according to the formula shown in the formula (5),

    

    In the formula (5), R ₂ is a second turning radius, l ₁ is a predetermined distance between the front and rear axles of the preceding car, and δ ₁ is a steering angle of the front axle of the preceding car.
11. The high-speed stability control method for a rubber wheel train according to claim 10, wherein in the step S1.1.1.1.1, when the previous car is the first car of the rubber train, the front The steering angle δ ₁ of the front axle of a car is determined according to the steering mechanism.

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