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WO2018072648A1 - Procédé de commande de la stabilité d'un train sur pneumatiques à grande vitesse - Google Patents

Procédé de commande de la stabilité d'un train sur pneumatiques à grande vitesse Download PDF

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Publication number
WO2018072648A1
WO2018072648A1 PCT/CN2017/106046 CN2017106046W WO2018072648A1 WO 2018072648 A1 WO2018072648 A1 WO 2018072648A1 CN 2017106046 W CN2017106046 W CN 2017106046W WO 2018072648 A1 WO2018072648 A1 WO 2018072648A1
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WO
WIPO (PCT)
Prior art keywords
car
angle
steering
formula
steering angle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2017/106046
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English (en)
Chinese (zh)
Inventor
冯江华
许峻峰
张陈林
刘小聪
肖磊
胡云卿
李江红
李晓光
彭京
袁希文
蒋小晴
张新锐
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
CRRC Zhuzhou Institute Co Ltd
Original Assignee
CRRC Zhuzhou Institute Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN201610910633.5A external-priority patent/CN107963123B/zh
Priority claimed from CN201610910618.0A external-priority patent/CN106347456A/zh
Application filed by CRRC Zhuzhou Institute Co Ltd filed Critical CRRC Zhuzhou Institute Co Ltd
Priority to NZ752013A priority Critical patent/NZ752013A/en
Publication of WO2018072648A1 publication Critical patent/WO2018072648A1/fr
Priority to PH12019500786A priority patent/PH12019500786A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D12/00—Steering specially adapted for vehicles operating in tandem or having pivotally connected frames
    • B62D12/02—Steering specially adapted for vehicles operating in tandem or having pivotally connected frames for vehicles operating in tandem
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits

Definitions

  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the technical solution proposed by the present invention is: a high-speed stability control method for a rubber wheel train, comprising the following steps:
  • the lateral acceleration is acquired by a lateral acceleration sensor.
  • 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: :
  • step 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;
  • 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.
  • 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;
  • ⁇ is the steering angle of the front axle of the current car
  • R 1 is the first turning radius
  • l 2 is the predetermined distance between the front and rear axles of the current car.
  • step S1 the specific steps of the step S1 include:
  • R 1 (l 2 +l 2,f )tan( ⁇ - ⁇ 2 ) (2)
  • R 1 is a first turning radius
  • l 2 is a predetermined distance between the front and rear axles of the current car
  • l 2 is a predetermined distance between the front and rear axles of the current car
  • f is a predetermined between the front axle of the current car and the front hinge point of the current car.
  • the distance, ⁇ 2 is the second angle.
  • step S1.1 the specific steps of the step S1.1 include:
  • ⁇ 2 is the second angle
  • ⁇ 1 is the first angle
  • ⁇ art is the corner of the front hinge point hinge mechanism of the current car.
  • step S1.1.1 the specific steps of the step S1.1.1 include:
  • ⁇ 1 is the first angle
  • R 2 is the second turning radius
  • l 1 is a predetermined distance between the rear axle of the preceding compartment and the front hinge point of the current compartment.
  • step S1.1.1.1 includes:
  • R 2 is a second turning radius
  • l 1 is a predetermined distance between the front and rear axles of the preceding car
  • ⁇ 1 is a steering angle of the front axle of the preceding car.
  • step S1.1.1.1.1 when the previous car is the first car of the rubber train, the steering angle ⁇ 1 of the front axle of the preceding car is according to the steering mechanism determine.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • FIG. 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the reduction of the rear axial right steering angle is the increase of the rear left steering angle.
  • 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.
  • the adjustment situation in the leftward and rightward states is generally described by reducing the steering angle of the rear axle.
  • the lateral acceleration of the first car obtained by the sensor is a 1
  • the preset acceleration limit 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.
  • 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.
  • the steering angle of the rear axle of the car needs to be adjusted.
  • 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.
  • 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.
  • 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.
  • 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,
  • ⁇ is the steering angle of the front axle of the current car
  • R 1 is the first turning radius
  • l 2 is the predetermined distance between the front and rear axles of the current car.
  • the high speed means that the speed is greater than 45 km/h.
  • 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
  • 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.
  • the front axle of each car is a steering axle
  • the rear axle is a non-steering axle
  • the wheel direction of the non-steering axle is maintained at 0 degrees.
  • the first car is a driver-controlled car
  • 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.
  • the second formula can be calculated according to the formula shown in formula (1).
  • the distance between the front and rear axles of the second car can be determined by pre-measurement.
  • step S1 is: S1.1.
  • Obtain a second angle ⁇ 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 first turning radius R 1 is calculated by the formula shown 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
  • l 2 is a predetermined distance between the front and rear axles of the current car
  • l 2 is a predetermined distance between the front and rear axles of the current car
  • f is a predetermined between the front axle of the current car and the front hinge point of the current car.
  • the distance ⁇ 2 is the second angle.
  • 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 ⁇ 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.
  • the first turning radius R 1 is not limited to the method obtained by the embodiment.
  • step S1.1 includes: S1.1.1. Acquiring the first angle ⁇ 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 ⁇ 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 ⁇ 2 ,
  • ⁇ 2 is the second angle
  • ⁇ 1 is the first angle
  • ⁇ art is the corner of the front hinge point hinge mechanism of the current car.
  • angle ⁇ 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 ⁇ 1 , the second angle ⁇ 2 can be conveniently calculated by the formula shown in the formula (3).
  • the second included angle ⁇ 2 is not limited to the method obtained by the present embodiment.
  • 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 ⁇ 1 according to the formula shown in equation (4).
  • ⁇ 1 is the first angle
  • R 2 is the second turning radius
  • l 1 is the predetermined distance between the rear axle of the previous compartment and the front hinge point of the current compartment.
  • the first angle ⁇ 1 is not limited to the method obtained by the embodiment.
  • step S1.1.1.1 include: S1.1.1.1.1. Obtain the steering angle ⁇ 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 ,
  • R 2 is a second turning radius
  • l 1 is a predetermined distance between the front and rear axles of the preceding car
  • ⁇ 1 is a steering angle of the front axle of the preceding car.
  • 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 ⁇ 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 l 1 between the front and rear axles of the first car can be determined by pre-measurement.
  • the steering angle ⁇ 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.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Toys (AREA)

Abstract

L'invention concerne un procédé de commande de la stabilité d'un train sur pneumatiques à grande vitesse, le procédé comprenant les étapes suivantes : S1, l'acquisition de l'accélération latérale de chaque cabine d'un train sur pneumatiques; S2, la détermination en séquence, à partir de la première cabine jusqu'à la dernière cabine, si l'accélération latérale de la cabine est supérieure à une accélération cible prédéfinie, si tel n'est pas le cas, le maintien de l'état actuel, si tel est le cas, le réglage et la réduction de manière progressive de l'angle de direction de l'essieu arrière de ladite cabine au moyen d'une commande PID jusqu'à ce que l'accélération latérale de ladite cabine soit inférieure ou égale à l'accélération cible prédéfinie. Le procédé de commande présente les avantages d'un algorithme simple, d'un réglage rapide, d'une amélioration efficace de la stabilité du train à grande vitesse et d'une réduction dans la détérioration par contact permanent entre les pneus et le sol, provoqué par un réglage d'angle excessif.
PCT/CN2017/106046 2016-10-19 2017-10-13 Procédé de commande de la stabilité d'un train sur pneumatiques à grande vitesse Ceased WO2018072648A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
NZ752013A NZ752013A (en) 2016-10-19 2017-10-13 Method for controlling stability of rubber-tired train at high speed
PH12019500786A PH12019500786A1 (en) 2016-10-19 2019-04-11 Method for controlling stability of rubber-tyred train at high speed

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
CN201610910633.5A CN107963123B (zh) 2016-10-19 2016-10-19 一种铰接式列车高速稳定性控制方法
CN201610910633.5 2016-10-19
CN201610910618.0A CN106347456A (zh) 2016-10-19 2016-10-19 一种胶轮列车高速稳定性控制方法
CN201610910618.0 2016-10-19

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Publication Number Publication Date
WO2018072648A1 true WO2018072648A1 (fr) 2018-04-26

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PCT/CN2017/106046 Ceased WO2018072648A1 (fr) 2016-10-19 2017-10-13 Procédé de commande de la stabilité d'un train sur pneumatiques à grande vitesse

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Country Link
CL (1) CL2019001025A1 (fr)
NZ (1) NZ752013A (fr)
PH (1) PH12019500786A1 (fr)
WO (1) WO2018072648A1 (fr)

Cited By (6)

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CN112678068A (zh) * 2021-01-18 2021-04-20 浙江吉利控股集团有限公司 一种车辆的转向控制方法和转向控制系统
CN113696969A (zh) * 2021-09-02 2021-11-26 浙江吉利控股集团有限公司 一种车辆的转向控制方法、转向控制系统及车辆
CN114104104A (zh) * 2021-11-19 2022-03-01 中车南京浦镇车辆有限公司 一种多编组铰接车转向控制方法
US11447374B2 (en) 2016-09-15 2022-09-20 Terex Australia Pty Ltd Crane counterweight and suspension
CN116039762A (zh) * 2023-01-11 2023-05-02 苏州立方元智能科技有限公司 一种队列行驶的多轴车辆系统及其转向控制方法
CN116674645A (zh) * 2023-06-12 2023-09-01 中车青岛四方机车车辆股份有限公司 浮车结构虚拟轨道列车的全轴转向控制方法及装置

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CN105292257A (zh) * 2015-11-20 2016-02-03 南车株洲电力机车研究所有限公司 用于胶轮低地板智能轨道列车的轨迹跟随控制方法
CN105292249A (zh) * 2015-11-20 2016-02-03 南车株洲电力机车研究所有限公司 胶轮低地板智能轨道列车用的轨迹跟随控制方法
CN106347456A (zh) * 2016-10-19 2017-01-25 中车株洲电力机车研究所有限公司 一种胶轮列车高速稳定性控制方法

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WO2010032556A1 (fr) * 2008-09-19 2010-03-25 日立オートモティブシステムズ株式会社 Appareil de commande de véhicule
CN101633363A (zh) * 2008-12-19 2010-01-27 哈尔滨工业大学 无线传感器网络的列车弯道预警系统及其预警方法
CN103204147A (zh) * 2012-01-17 2013-07-17 通用汽车环球科技运作有限责任公司 汽车列车的稳定方法和装置
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CN106347456A (zh) * 2016-10-19 2017-01-25 中车株洲电力机车研究所有限公司 一种胶轮列车高速稳定性控制方法

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11447374B2 (en) 2016-09-15 2022-09-20 Terex Australia Pty Ltd Crane counterweight and suspension
CN112678068A (zh) * 2021-01-18 2021-04-20 浙江吉利控股集团有限公司 一种车辆的转向控制方法和转向控制系统
CN112678068B (zh) * 2021-01-18 2022-04-08 浙江吉利控股集团有限公司 一种车辆的转向控制方法和转向控制系统
CN113696969A (zh) * 2021-09-02 2021-11-26 浙江吉利控股集团有限公司 一种车辆的转向控制方法、转向控制系统及车辆
CN113696969B (zh) * 2021-09-02 2022-07-26 浙江吉利控股集团有限公司 一种车辆的转向控制方法、转向控制系统及车辆
CN114104104A (zh) * 2021-11-19 2022-03-01 中车南京浦镇车辆有限公司 一种多编组铰接车转向控制方法
CN114104104B (zh) * 2021-11-19 2024-04-19 中车南京浦镇车辆有限公司 一种多编组铰接车转向控制方法
CN116039762A (zh) * 2023-01-11 2023-05-02 苏州立方元智能科技有限公司 一种队列行驶的多轴车辆系统及其转向控制方法
CN116039762B (zh) * 2023-01-11 2023-08-25 苏州立方元智能科技有限公司 一种队列行驶的多轴车辆系统及其转向控制方法
CN116674645A (zh) * 2023-06-12 2023-09-01 中车青岛四方机车车辆股份有限公司 浮车结构虚拟轨道列车的全轴转向控制方法及装置

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