The method of development of the electronic control system for curvilinear motion of a high-speed tracked vehicle with dual-flow transmission

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Abstract

BACKGROUND: Handling and safety requirements to high-speed tracked vehicles (HSTV) rise in tandem with the growth of average motion velocities. The issue of ensuring continuously variable turn radius at curvilinear motion is relevant for HSTVs. Current layouts of steering mechanisms are able to meet this requirement, however they have certain disadvantages and are not compatible with electronic systems improving motion safety and lowering demands to mechanic-drivers’ skills.

AIMS: The synthesis of control laws for dual-flow transmission with a hydrostatic steering mechanism (HSSM) controlled by an electromechanical actuator which exclude “hard” links between steering handwheel and working volume adjustment mechanism of the HSSM.

METHODS: The study methods are based on using numerical simulation and ensuring real-time operation of the developed models. In addition, the study methods include synthesis of control algorithms for vehicle’s mechanical systems, used in on-board controllers, with adequacy assessment at virtual and laboratory experiments.

RESULTS: The method of development of control systems (CS) making possible to develop and to debug CSs without a HSTV prototype has been put into force. With using the described method, the total time of CS development and debugging reduces. Workability of the method is proved with the example of development of the CS for curvilinear motion of the HSTV with dual-flow transmission.

CONCLUSIONS: The study aim has been achieved, the accomplished work shows validity of the given methof of CS development.

About the authors

Nikolai V. Buzunov

Bauman Moscow State Technical University

Email: buzunovnv@bmstu.ru
ORCID iD: 0009-0007-6614-6378
SPIN-code: 8319-7051

Cand. Sci. (Tech.), Associate Professor of the Wheeled Vehicles Department

Russian Federation, Moscow

Vyacheslav V. Ivanenkov

Bauman Moscow State Technical University

Email: ivanenkov@bmstu.ru
ORCID iD: 0009-0009-7426-2605
SPIN-code: 4346-9530

Cand. Sci. (Tech.), Associate Professor of the Robotics Systems and Mechatronics Department

Russian Federation, Moscow

Roman D. Pirozhkov

Bauman Moscow State Technical University

Author for correspondence.
Email: pirozhkov@bmstu.ru
ORCID iD: 0009-0000-0302-9181
SPIN-code: 9308-8299

Postgraduate of the Multipurpose Tracked Vehicles and Mobile Robots Department

Russian Federation, Moscow

Boris B. Kositsyn

Bauman Moscow State Technical University

Email: kositsyn_b@bmstu.ru
ORCID iD: 0000-0002-2131-2738
SPIN-code: 2005-7528

Associate Professor, Dr. Sci. (Tech.), Professor of the Wheeled Vehicles Department

Russian Federation, Moscow

Georgy O. Kotiev

Bauman Moscow State Technical University

Email: kotievgo@yandex.ru
ORCID iD: 0000-0001-7884-157X
SPIN-code: 8963-6431

Professor, Dr. Sci. (Tech.), Head of the Wheeled Vehicles Department

Russian Federation, Moscow

References

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Supplementary files

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2. Fig. 3. Coordinate frames used for definition the dynamics of curvilinear motion of the HSTV: C – the HSTV’s center of gravity; XY – the coordinate frame related to the HSTV’s center of gravity; X’Y’ – the coordinate frame related to ground; Xi”Yi” – the coordinate frame related to the i-th track roller; L – the HSTV’s base; B – the HSTV’s track; xкi – the X-axis coordinate of the i-th track roller in the XY coordinate frame; yкi – the Y-axis coordinate of the i-th track roller in the XY coordinate frame.

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3. Fig. 4. The analytical model for defining of slip rate of the active part of a track: XY – the coordinate frame related to the HSTV’s center of gravity; X”Y” – the coordinate frame related to the center of the active part of a track; v – velocity of the HSTV’s center of gravity; rк – radius vector of the center of the active part of a track in the XY coordinate frame; ωz – the HSTV’s yaw rate relative to the center of gravity; ωBK – rotational velocity of the driving wheel; rBK – the driving wheel’s radius; vск – slip rate of the active part of a track; φ – rotation angle of vector of slip rate of the active part of a track relative to X’’-axis; Rxy – tangential reaction force of interaction between the active part of a track and ground; Rx, Ry – X- and Y-components of Rxy in the X”Y” coordinate frame.

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4. Fig. 5. Hydrostatic drive scheme.

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5. Fig. 7. Steering ratio depending on steering handwheel angle.

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6. Fig. 1. Sequence of transition from numerical simulation models of the developed CS and the HSTV to real prototypes of the CS and the HSTV.

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7. Fig. 2. Kinematic scheme of the dual-flow transmission of the HSTV.

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8. Fig. 6. Structural diagram of control of working volume of the HSSM pump: α – steering handwheel angle; ΔωВКтр – demanded difference of driving wheels’ rotation velocities; ΔωВК – current difference of driving wheels’ rotation velocities; h – control input by the HSSM pump swashplate.

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9. Fig. 8. The finite state machine of the CS in the MATLAB/Simulink software.

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10. Fig. 9. Time-domain lateral velocity of the HSTV.

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11. Fig. 10. Time-domain lateral velocity of the HSTV.

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12. Fig. 11. The setup for working with the CS prototype.

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13. Fig. 12. Time-domain longitudinal velocity of the HSTV.

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14. Fig. 13. Time-domain lateral velocity of the HSTV.

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