CN109292019B - All-terrain vehicle active body attitude control method based on coaxial wheel leg structure - Google Patents
All-terrain vehicle active body attitude control method based on coaxial wheel leg structure Download PDFInfo
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- CN109292019B CN109292019B CN201811069778.2A CN201811069778A CN109292019B CN 109292019 B CN109292019 B CN 109292019B CN 201811069778 A CN201811069778 A CN 201811069778A CN 109292019 B CN109292019 B CN 109292019B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D57/00—Vehicles characterised by having other propulsion or other ground- engaging means than wheels or endless track, alone or in addition to wheels or endless track
- B62D57/02—Vehicles characterised by having other propulsion or other ground- engaging means than wheels or endless track, alone or in addition to wheels or endless track with ground-engaging propulsion means, e.g. walking members
- B62D57/028—Vehicles characterised by having other propulsion or other ground- engaging means than wheels or endless track, alone or in addition to wheels or endless track with ground-engaging propulsion means, e.g. walking members having wheels and mechanical legs
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/08—Control of attitude, i.e. control of roll, pitch, or yaw
- G05D1/0891—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted for land vehicles
Abstract
The invention discloses an all-terrain vehicle active body posture control method based on a coaxial wheel leg structure, which comprises the following steps: the all-terrain vehicle is provided with four wheels which are all in a coaxial wheel leg structure; the calculation unit obtains the pressure value of the wheel axle position measured by the wheel axle pressure sensor, and if the wheel does not encounter an obstacle, the vehicle continues to run at the original speed; if the pressure value at a certain wheel axle is larger than the threshold value, the wheel is judged to encounter obstacles, the wheel enters a posture adjustment obstacle crossing state, the optimal angle controller controls the action of the four wheels, the position of the wheel is obtained through calculation of a coaxial wheel leg mechanism kinematic model, a hub motor at the wheel of a rotating vehicle reaches a specified position, and the optimal angle controller outputs control signals to respectively control the four large arm lifting motors and the four wheels. The invention has wide vehicle body posture adjusting range, can cross over the obstacle with the diameter larger than that of the tire, can finish specific actions such as climbing stairs and the like, has the minimum change range of the vehicle body gravity center and has more stable obstacle crossing process.
Description
Technical Field
The invention relates to the field of automatic control of vehicles, in particular to an active vehicle body attitude control method of an all-terrain carrying platform based on a coaxial wheel leg structure.
Background
With the continuous improvement of the industrial level, the scientific and technological level and the living standard of people in China, the multifunctional intelligent mobile platform, especially the all-terrain mobile carrying platform, is gradually applied to various industries, such as extraterrestrial exploration, forest protection, resource exploration, mining exploitation, fire fighting and emergency rescue, field disaster relief and the like. Due to the influence of factors such as terrain, environment, climate and the like, the common modified vehicle has insufficient cross-country capability and can not work all the day, while the special modified vehicle has extremely strong cross-country capability, but has serious pollution and damage to the environment, and is not in accordance with the current concepts of green delivery and green operation. The intelligent wheel leg structure all-terrain carrying platform with consideration of cross-country ability, maneuverability and low environmental footprint can well solve the current problems and play an important role in various fields. Therefore, research on the intelligent cooperative control system of the wheel leg hybrid structure all-terrain carrying platform is the foundation and the focus of research in a plurality of related fields.
For intelligent control of ground vehicles and related fields, a series of mature technologies have been developed, and new technologies are continuously developed at a high speed along with the increase of the processing speed and the improvement of the reliability of an electronic control system. In terms of vehicle suspension system performance, comfort and drivability of a vehicle have been considered as two conflicting goals, however, these two design goals can be simultaneously improved by controlling the body attitude. The existing attitude balance controller reduces pitching and rolling actions of a vehicle body under the condition of uneven road surface, and improves the holding power when the vehicle turns by reducing the mass center offset of the vehicle body. However, tilting the vehicle body toward the inside of the curve during steering is a more effective way to improve the comfort and handling of the vehicle. Active tilting technology based on active roll systems has found application in modern high speed rail trains. For ground vehicles, the integral and differential phase of the dynamic deflection of the suspension are restrained to keep the vehicle body stable, and the functions of the active suspension system and the semi-active suspension system in reducing the pitching angle and the tilting angle of the vehicle body are well described. However, maintaining the body level during vehicle steering does not significantly reduce the lateral acceleration caused by centrifugal forces and the negative impact of lateral load transfer on safety, handling and comfort. For active lean attitude control, there is little research involved and the theory is not deep enough.
In summary, the existing research shortcomings are as follows: while prior studies of attitude control of land vehicles have addressed the potential of attitude control for improving vehicle performance, much research has focused on passively reducing the roll angle of the vehicle, rather than more actively and aggressively moving in the opposite direction, using the mass of the vehicle itself to resist the effects of external forces. Even a small number of studies touch active attitude control, but are relatively conservative. The optimal attitude angle scheme is not clearly explained, and the advantage of attitude adjustment is not deeply excavated. And no specific solution is provided for adverse effects of the additional angular acceleration generated in the attitude adjustment process and perturbation of the dynamic load of the tire on comfort and safety.
Disclosure of Invention
In order to solve the problems in the prior art, the invention aims to solve the problem that the comfort and the maneuverability of a vehicle are difficult to improve by a passive vehicle body posture adjusting mode in the prior art, and provides an active posture control method.
The invention adopts the following technical scheme:
the all-terrain vehicle active body attitude control method based on the coaxial wheel leg structure comprises the following steps: the all-terrain vehicle is provided with four wheels, and all the wheels adopt coaxial wheel leg structures, the coaxial wheel leg structures are respectively provided with a large arm lifting motor, a hub motor and a wheel axle pressure sensor, a vehicle body is provided with a gyroscope for measuring vehicle state parameters, and the all-terrain vehicle is also provided with a hub motor encoder, a calculation unit and an optimal angle controller;
the calculation unit obtains a pressure value F0 at the wheel axle of the current wheel measured by the wheel axle pressure sensor and a current speed R0 measured by the wheel hub motor encoder, and judges whether the wheel encounters an obstacle or not if the pressure value F0 at a certain wheel axle is larger than a threshold pressure value F;
if the wheel does not encounter the obstacle, the vehicle continues to run at the original speed;
if the pressure value F0 at a certain wheel axle is greater than the threshold pressure value F, judging that the wheel with the pressure value F0 greater than the threshold pressure value F encounters an obstacle, entering a posture adjustment obstacle crossing state, and controlling the actions of the four wheels by the optimal angle controller;
when the optimal angle controller determines the control quantity, the gyroscope obtains a roll angle, a pitch angle and a yaw angle under a vehicle coordinate system, current vehicle state parameters are transmitted into the coaxial wheel leg structure kinematic model, the positions of a left front wheel, a right front wheel, a left rear wheel and a right rear wheel are obtained through calculation of the coaxial wheel leg structure kinematic model, and a hub motor at the position of a rotating wheel reaches a specified position.
The optimal angle controller outputs control signals to respectively control the four large arm lifting motors and the four wheels.
And at the moment, finishing the posture adjustment of one wheel to obtain the vehicle state at the next moment, detecting whether a certain wheel crosses the obstacle or not by the wheel shaft pressure sensor, if not, continuing to perform the posture adjustment until the obstacle crossing is successful, and continuing to run at the original speed after the obstacle crossing is successful.
The coaxial wheel leg structure kinematic model is represented by the following mathematical formula:
wherein, deltaRFor rear wheel steering angle, betaRA rear wheel side slip angle, V a reference point speed, and c(s) a curvature; s is the point where the current position of the vehicle is closest to the ideal trajectory r,
i.e. the speed at that point along the tangent of the curve, y is the lateral displacement deviation of the rear wheel of the vehicle from point s,
i.e. the transverse movement speed, theta is the course angle deviation,
for yaw rate, L for vehicle wheelbase, for simplicity
Formula, two intermediate variables will be set therein, each being λ1And λ2。
The calculating unit calculates the corresponding positions of the four wheels at the future time in the form of an application matrix, and the calculation formula is as follows:
y＝CX+D1U+D2F
wherein
X＝[x1,x2,x3,x4]T
U＝[u1,u2]T
F＝[f1(x1,x3),f2(x2,x4)]T
y＝[y1,y2,y3,y4]T
In the formula m1Mass of front axle, m2For rear axle mass, k is spring rate, c1For system damping, t is time;
x is the input to the system, X1For left front wheel input, x2For the right front wheel input, x3For left rear wheel input, x4Is input to the right rear wheel; y is the system output, y1For the left front wheel output, y2For the right front wheel output, y3For the left rear wheel output, y4Is output for the right rear wheel;
u is the amount of system interference, U1For road disturbances u2Is cross wind interference;
a is the system matrix, B1，B2Is an input matrix, C is an output matrix, D1，D2For direct transfer matrix, F is the input x to the different wheels1，x2，x3，x4The relevant interference matrixes, which are matrixes determined by the structure and parameters of the system; the superscript T of the parameter denotes transposition.
The control signals output by the optimal angle controller are working voltage values U of four large-arm lifting motors, the coaxial wheel leg structure kinematics model outputs the rotating speed of the hub motor according to the working voltage values U, and the calculation formula is as follows:
wherein U is driving voltage, I is rotor current, R is rotor loop resistance, phi is magnetic flux, K is induced electromotive force constant, N is hub motor rotation speed, L is coil inductance, I is current, and di/dt is current change rate.
According to the formula, the rotating speed of the motor can be adjusted by adjusting the motor control quantity U, so that the rotating quantity is adjusted.
The tracking algorithm of the optimal angle controller is a PID algorithm, the pressure value at the wheel axle is calculated by adopting a weighted root mean square, and the calculation formula is as follows:
wherein c is1、c2、c3、c4Calculated pressure values of four wheel shafts respectively
The value is a threshold value.
When c is going to1、c2、c3、c4Is greater than the threshold value
Decrease greater than the threshold value
The wheel speed of the wheel shaft prevents the vehicle from overturning.
Compared with the prior art, the invention has the beneficial effects that:
the invention adopts a coaxial wheel leg structure, so that the control method has wider vehicle body posture adjusting range. Compared with the traditional structure, the stair climbing device has better trafficability, can cross over obstacles with the diameter larger than that of the tire, and can complete specific actions such as stair climbing. Because the large arm motion range of the large arm lifting motor is larger than the diameter of the wheel, a certain wheel can be lifted to be higher than the wheel. Climbing stairs represents that the obstacle is a continuous obstacle with constant height, and the judgment mode is consistent with the obstacle crossing mode.
The optimal angle controller of the invention aims to ensure that the change amplitude of the gravity center of the vehicle body is minimum when the vehicle crosses over obstacles, so as to avoid the overturning moment or the rolling moment caused by the change of the gravity center.
The optimal angle controller calculates the pressure value at the wheel axle by adopting a weighted root mean square, and obtains the minimum c in the crossing process by comparing different c values, namely the pressure at the wheel axle is minimum, and the crossing obstacle process is stable.
The optimal angle controller simplifies the vertical motion relation of the whole vehicle into the linear relation between the height change at the four wheel shafts and the gravity center change of the vehicle body. According to the difference of the pressure values at the four wheel shafts, the accelerations a (F ═ Ma ═ M/s F for pressure, M for mass, a for acceleration, p for the pressure measurement value at the wheel shaft, and s for the stress area) at the four wheel shafts in the current state are reflected, which also represents the rolling tendency of the four wheel shafts, and the probability of the occurrence of the overturning condition can be reduced by keeping the root mean square value at a lower position all the time.
The invention comprehensively uses the large arm lifting motor and the hub motor to control the height of the vehicle body and the contact positions of the four wheel legs and the ground and control the optimal angle of the vehicle body. Tracking control quantity, namely, under the current vehicle body height control target, the optimal angle controller gives the voltage control quantity U of each large arm lifting motor1、U2、U3、U4(ii) a Then the coaxial wheel leg structure kinematics model gives the voltage control quantity N of the hub motor1、N2、N3、N4。
Drawings
Fig. 1 is a flowchart of an active vehicle body attitude control method based on a coaxial wheel-leg structure according to the present invention.
Detailed Description
The invention is further described with reference to the accompanying drawings in which:
the wheel-leg mixed structure all-terrain platform has higher gravity center than that of a common vehicle and carries expensive measuring instruments, so that higher requirements on comfort, operation stability and safety are met.
Referring to fig. 1, a method for controlling the active body posture of an all-terrain vehicle based on a coaxial wheel-leg structure includes: the all-terrain vehicle is provided with four wheels, and all the wheels adopt coaxial wheel leg structures, the coaxial wheel leg structures are respectively provided with a large arm lifting motor, a hub motor and a wheel axle pressure sensor, a vehicle body is provided with a gyroscope for measuring vehicle state parameters, and the all-terrain vehicle is also provided with a hub motor encoder, a calculation unit and an optimal angle controller;
the calculation unit obtains a pressure value F0 at the wheel axle of the current wheel measured by the wheel axle pressure sensor and a current speed R0 measured by the wheel hub motor encoder, and judges whether the wheel encounters an obstacle or not if the pressure value F0 at a certain wheel axle is larger than a threshold pressure value F;
if the wheel does not encounter the obstacle, the vehicle continues to run at the original speed;
if the pressure value F0 at a certain wheel axle is greater than the threshold pressure value F, judging that the wheel with the pressure value F0 greater than the threshold pressure value F encounters an obstacle, entering a posture adjustment obstacle crossing state, and controlling the actions of the four wheels by the optimal angle controller;
when the optimal angle controller determines the control quantity, the gyroscope obtains a roll angle, a pitch angle and a yaw angle under a vehicle coordinate system at the moment, current vehicle state parameters are transmitted into the coaxial wheel leg structure kinematic model, and the calculation unit performs comparison and calculation to obtain corresponding positions of four wheels at a future moment. And calculating the positions of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel through a coaxial wheel leg structure kinematics model, and enabling the hub motor at the position of the rotating wheel to reach the designated position.
The coaxial wheel leg structure kinematic model is represented by the following mathematical formula:
wherein, deltaRFor rear wheel steering angle, betaRA rear wheel side slip angle, V a reference point speed, and c(s) a curvature; s is the point where the current position of the vehicle is closest to the ideal trajectory r,
i.e. the speed at that point along the tangent of the curve, y is the lateral displacement deviation of the rear wheel of the vehicle from point s,
i.e. the transverse movement speed, theta is the course angle deviation,
for yaw rate, L for vehicle wheelbase, for simplicity
Formula, two intermediate variables will be set therein, each being λ1And λ2。
The optimal angle controller outputs control signals to respectively control the four large arm lifting motors and the four wheels;
and at the moment, finishing the posture adjustment of one wheel to obtain the vehicle state at the next moment, detecting whether a certain wheel crosses the obstacle or not by the wheel shaft pressure sensor, if not, continuing to perform the posture adjustment until the obstacle crossing is successful, and continuing to run at the original speed after the obstacle crossing is successful.
The calculating unit calculates the corresponding positions of the four wheels at the future time in the form of an application matrix, and the calculation formula is as follows:
y＝CX+D1U+D2F
wherein
X＝[x1,x2,x3,x4]T
U＝[u1,u2]T
F＝[f1(x1,x3),f2(x2,x4)]T
y＝[y1,y2,y3,y4]T
In the formula m1Mass of front axle, m2For rear axle mass, k is spring rate, c1For system damping, t is time;
x is the input to the system, X1For left front wheel input, x2For the right front wheel input, x3For left rear wheel input, x4Is input to the right rear wheel; y is the output of the system and is,y1for the left front wheel output, y2For the right front wheel output, y3For the left rear wheel output, y4Is output for the right rear wheel;
u is the amount of system interference, U1For road disturbances u2Is cross wind interference;
a is the system matrix, B1，B2Is an input matrix, C is an output matrix, D1，D2For direct transfer matrix, F is the input x to the different wheels1，x2，x3，x4The relevant interference matrixes, which are matrixes determined by the structure and parameters of the system;
the superscript T above the parameter means transpose. Transpose is a mathematical term. Intuitively, the transpose of a is obtained by mirror inverting all elements of a around a 45 degree right-bottom ray from the 1 st row and 1 st column elements.
The control signals output by the optimal angle controller are working voltage values U of four large-arm lifting motors, the coaxial wheel leg structure kinematics model outputs the rotating speed of the hub motor according to the working voltage values U, and the calculation formula is as follows:
wherein U is driving voltage, I is rotor current, R is rotor loop resistance, phi is magnetic flux, k is induced electromotive force constant, N is hub motor rotation speed, L is coil inductance, I is current, and di/dt is current change rate.
According to a formula, the rotating speed of the motor can be adjusted by adjusting the motor control quantity U, so that the rotating quantity is adjusted.
The tracking algorithm of the optimal angle controller is a PID algorithm, the pressure value at the wheel axle is calculated by adopting a weighted root mean square, and the calculation formula is as follows:
wherein c is1、c2、c3、c4Calculated respectively for the pressure values measured at the four wheel shafts
The value is a threshold value.
When c is found1、c2、c3、c4Is greater than the threshold value
All means greater than the threshold value
The wheel pressure of the wheel axle is high, and the possibility of overturning is high, so that the pressure is required to be reduced to be larger than the threshold value
The wheel speed of the wheel shaft prevents the vehicle from overturning. The optimum angle controller reduces the wheel speed and prevents the vehicle from overturning.
The tracking algorithm of the optimal angle controller of the vehicle body is a PID algorithm, so that overshoot can be prevented, the stability of the vehicle when the vehicle crosses obstacles can be ensured, and backward leaning or side turning can be prevented.
A PID controller (proportional-integral-derivative controller) is a common feedback loop component in industrial control applications, consisting of a proportional unit P, an integral unit I and a derivative unit D. The basis of PID control is proportional control; integral control may eliminate steady state errors, but may increase overshoot; differential control can accelerate the response speed of the large inertia system and weaken the overshoot tendency. Overshoot (or maximum deviation) is one of dynamic performance indexes of a control system, and is an index value of a response process curve of a linear control system under the input of a step signal, namely dynamic performance of step response curve analysis.
Claims (1)
1. The all-terrain vehicle active body attitude control method based on the coaxial wheel leg structure is characterized by comprising the following steps: the all-terrain vehicle is provided with four wheels, and all the wheels adopt coaxial wheel leg structures, the coaxial wheel leg structures are respectively provided with a large arm lifting motor, a hub motor and a wheel axle pressure sensor, a vehicle body is provided with a gyroscope for measuring vehicle state parameters, and the all-terrain vehicle is also provided with a hub motor encoder, a calculation unit and an optimal angle controller;
the calculation unit obtains a pressure value F0 at the wheel axle of the current wheel measured by the wheel axle pressure sensor and a current speed R0 measured by the wheel hub motor encoder, and judges whether the wheel encounters an obstacle or not if the pressure value F0 at a certain wheel axle is larger than a threshold pressure value F;
if the wheel does not encounter the obstacle, the vehicle continues to run at the original speed;
if the pressure value F0 at a certain wheel axle is greater than the threshold pressure value F, judging that the wheel with the pressure value F0 greater than the threshold pressure value F encounters an obstacle, entering a posture adjustment obstacle crossing state, and controlling the actions of the four wheels by the optimal angle controller;
when the optimal angle controller determines the control quantity, the gyroscope obtains a roll angle, a pitch angle and a yaw angle under a vehicle coordinate system at the moment, current vehicle state parameters are transmitted into the coaxial wheel leg structure kinematic model, the positions of a left front wheel, a right front wheel, a left rear wheel and a right rear wheel are obtained through calculation of the coaxial wheel leg structure kinematic model, and a hub motor at the position of a rotating wheel reaches a specified position;
the optimal angle controller outputs control signals to respectively control the four large arm lifting motors and the four wheels;
and at the moment, finishing the posture adjustment of one wheel to obtain the vehicle state at the next moment, detecting whether a certain wheel crosses the obstacle or not by the wheel shaft pressure sensor, if not, continuing to perform the posture adjustment until the obstacle crossing is successful, and continuing to run at the original speed after the obstacle crossing is successful.
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| CN109292018B (en) * | 2018-09-13 | 2021-01-12 | 吉林大学 | Four-wheel steering track tracking control method based on coaxial wheel leg structure |
| JP7323301B2 (en) * | 2019-02-27 | 2023-08-08 | 株式会社ジェイテクト | steering controller |
| CN109941313A (en) * | 2019-04-17 | 2019-06-28 | 哈尔滨工业大学 | A kind of the induced electromotive force calculation method and device of unilateral side axle count sensor |
| CN112486167A (en) * | 2020-11-09 | 2021-03-12 | 北京爱笔科技有限公司 | Autonomous obstacle avoidance robot, anti-toppling mobile platform and anti-toppling control method |
| CN114578690B (en) * | 2022-01-26 | 2023-07-21 | 西北工业大学 | Intelligent automobile autonomous combination control method based on multiple sensors |
| CN114967722B (en) * | 2022-06-10 | 2023-04-25 | 北京理工大学 | Independent step obstacle crossing method for rocker arm type maneuvering platform |
| CN115795943B (en) * | 2022-11-10 | 2023-06-13 | 哈尔滨工业大学 | Highway bridge driving comfort refined evaluation method |
| CN116902108B (en) * | 2023-09-14 | 2023-12-05 | 北京理工大学 | High-speed steering active roll control method and system applied to wheel-leg type vehicle |
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