CN110370877B - 基于主动悬挂的车载运动模拟平台及控制方法 - Google Patents

基于主动悬挂的车载运动模拟平台及控制方法 Download PDF

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CN110370877B
CN110370877B CN201910708295.0A CN201910708295A CN110370877B CN 110370877 B CN110370877 B CN 110370877B CN 201910708295 A CN201910708295 A CN 201910708295A CN 110370877 B CN110370877 B CN 110370877B
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motion simulation
vehicle
suspension
simulation platform
pose
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CN110370877A (zh
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赵丁选
刘爽
巩明德
孙志国
张祝新
倪涛
杨彬
郭庆贺
杨梦轲
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Yanshan University
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Yanshan University
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Priority to US16/971,328 priority patent/US11280703B2/en
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Priority to KR1020207024918A priority patent/KR102366200B1/ko
Priority to SG11202102301PA priority patent/SG11202102301PA/en
Priority to CA3112372A priority patent/CA3112372C/en
Priority to AU2019339956A priority patent/AU2019339956B2/en
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Abstract

本发明公开一种基于主动悬挂的车载运动模拟平台及控制方法，属于运动控制领域，包括车体、与车体固连的运动模拟平台、位姿控制用上位机、陀螺仪、多个车轮、与车轮一一对应的悬挂伺服作动油缸和位移传感器、电控单元及伺服控制器组；电控单元基于上位机输入的平台位姿指令和陀螺仪测得的平台位姿信息计算位姿控制参数，然后输出位姿控制参数至伺服控制器组，伺服控制器组根据位姿控制参数控制各悬挂伺服作动油缸的伸缩来实现对平台位姿的随动控制。本发明将车辆与运动模拟平台融为一体，既可停放于水平地面上工作，也可停放在不平路面上工作，因而应用前景比较广阔。

Description

基于主动悬挂的车载运动模拟平台及控制方法
本申请要求在2018年9月10日提交中国知识产权局的申请号为201811051382.5、名称为“基于车辆位姿偏差的惯性调控主动悬挂控制系统及控制方法”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及运动控制技术领域，尤其是一种基于主动悬挂的车载运动模拟平台及控制方法。
背景技术
运动模拟平台被广泛应用于飞行模拟、车辆道路模拟、航海设备摇摆模拟以及娱乐设施中，它一般由底座、运动平台及连接二者的驱动机构构成。因运动模拟平台上装载的模拟舱一般较重，运动起来惯量较大，有出现倾翻的危险，为此底座一般固定在地面上，固定安装后迁移比较困难。但是一些运动模拟设施、娱乐设施等有时需要不断迁移，例如一些军事训练用运动模拟设施常常需要随驻地移动，一些娱乐用运动模拟设施多需要随集会而不断迁移等，现有的运动模拟平台难以做到这一点。
发明内容
本发明需要解决的技术问题是提供一种基于主动悬挂的车载运动模拟平台及控制方法，本发明将车辆与运动模拟平台融合为一体，运动模拟平台跟随车辆自由移动，不平地面上实现俯仰、滚动与升沉三个自由度的模拟。
为解决上述技术问题，本发明所采用的技术方案是：
一种基于主动悬挂的车载运动模拟平台，包括车体、与车体固定连接的运动模拟平台、位姿控制用上位机、陀螺仪、电控单元、伺服控制器组、多个车轮、与各个车轮一一对应的悬挂伺服作动油缸和位移传感器，其中陀螺仪固定于运动模拟平台上，电控单元以及伺服控制器组固定于车体上，车轮通过悬挂伺服作动油缸连接于车体下方，位移传感器用于测量悬挂伺服作动油缸的行程，所述电控单元分别与陀螺仪以及伺服控制器组通讯连接，伺服控制器组与位移传感器通讯连接，电控单元基于上位机输入的平台位姿指令和陀螺仪测得的平台位姿信息计算位姿控制参数，然后输出位姿控制参数至伺服控制器组，伺服控制器组根据位姿控制参数控制各悬挂伺服作动油缸的伸缩来实现对平台位姿的随动控制。
基于主动悬挂的车载运动模拟平台的控制方法，包括以下过程：
1)建立与车体固连的坐标系OXYZ。坐标原点O取与车体固连的任意一点，定义经过坐标原点O且垂直于运动模拟平台所在平面向上的方向为Z轴正方向、车辆前进的正前方为Y轴正方向、车辆前进的右侧方向为X轴正方向，定义运动模拟平台沿Z轴方向的升沉位移为w，绕X轴的旋转角即俯仰角为α，绕Y轴的旋转角即侧倾角为β；
2)测量车载运动模拟平台所处的初始坡度，在运动模拟开始之前，控制车辆各悬挂伺服作动油缸伸缩至行程的中位，陀螺仪预先测出运动模拟平台俯仰角α0和侧倾角β0并输出至电控单元，供运动模拟时使用；
3)进行运动模拟，在电控单元控制程序内部设置扫描周期，在每个扫描周期内，电控单元接受上位机传来的位姿指令，所述位姿指令包括俯仰角α1、侧倾角β1、升沉位移w1和过程2)得到的α0、β0值，以α1-α0、β1-β0和w1作为相对位姿目标值，通过车辆悬挂机构的逆运动学算法计算出各个悬挂伺服作动油缸的伸缩量的目标值，并将该目标值传输至伺服控制器组对各个悬挂伺服作动油缸进行位移伺服控制，使运动模拟平台实现对预定运动的模拟。
本发明模拟方法的进一步改进在于：坐标原点O取在车体的形心处。
由于采用了上述技术方案，本发明取得的技术进步是：
本发明将车辆与运动模拟平台融为一体，以车轮悬挂机构作为运动模拟平台的伺服作动器，并可以依据所处的坡度不同对车体的位姿进行控制。此种运动模拟平台可以随车辆随地移动，且可以停放在不平地面上或一定坡度地面上使用。本发明克服了现有运动模拟平台不便移动的弊端，可满足一些军事训练运动模拟设施需要不断随驻地移动，一些民用娱乐运动模拟设施需要随集会不断迁移等的需求，因而具有广泛的应用前景。
附图说明
图1为基于主动悬挂的车载运动模拟平台及控制系统结构原理图；
图2为基于主动悬挂的四轮移动式运动模拟平台及控制系统结构原理图；
图3是试验所使用三轴车示意图；
图4为三轴车载运动模拟平台模拟俯仰运动时测得的平台实际俯仰角与指令俯仰角对比曲线图；
图5为三轴车载运动模拟平台模拟侧倾运动时测得的平台实际侧倾角与指令侧倾角对比曲线图；
图6为三轴车载运动模拟平台模拟升沉运动时测得的平台实际升沉量与指令升沉量对比曲线图；
图7为三轴车载运动模拟平台在3°纵坡路面上模拟俯仰运动时测得的平台实际俯仰角与指令俯仰角对比曲线图；
图8为三轴车载运动模拟平台在2°横坡路面上模拟侧倾运动时测得的平台实际侧倾角与指令侧倾角对比曲线图。
具体实施方式
下面结合实施例对本发明做进一步详细说明：
本发明提供一种基于主动悬挂的车载运动模拟平台及控制方法，将车辆与运动模拟平台融合为一体，以车轮悬挂机构作为运动模拟平台的伺服作动器，可以模拟俯仰、滚动与升沉三个自由度。
下面以常见的三轮车辆和四轮车辆为例，来说明移动式运动模拟平台的构建方法以及停于有坡度不平路面上工作时的控制方法。三轮以上的其它移动式运动模拟平台构建方法和控制方法可依据相同的原理来实现。
实施例一：基于主动悬挂的三轮车辆移动式运动模拟平台及控制方法
如图1所示，系统包括：车体13、与车体13固连的运动模拟平台14、位姿控制用上位机15、陀螺仪1，车轮2、3、4及与车轮2、3、4一一对应的悬挂伺服作动油缸5、6、7和对应的位移传感器8、9、10，电控单元11以及伺服控制器组12。其中陀螺仪1固定于运动模拟平台14上，车轮2、3、4分别通过悬挂伺服作动油缸5、6、7连接于车体13下方，位移传感器8、9、10分别用于测量悬挂伺服作动油缸5、6、7的行程，电控单元11以及伺服控制器组12固定于车体13上，电控单元11与陀螺仪1以及伺服控制器组12通讯连接，伺服控制器组12与位移传感器8、9、10通讯连接。
电控单元11基于位姿控制用上位机15输入的运动模拟平台14的位姿指令和陀螺仪1测得的运动模拟平台位姿信息计算其位姿控制参数，然后输出位姿控制参数至伺服控制器组12，伺服控制器组12根据位姿控制参数控制各悬挂伺服作动油缸5、6、7的伸缩来实现对运动模拟平台14位姿的随动控制。
本实施例为三轮车辆，每个车轮及其悬挂伺服作动油缸可形成对车体的一个支点，所以可以根据三点决定一个平面的方式对车体的位姿进行控制。
本实施例的具体控制方法包括以下内容：
1)建立坐标系
所建坐标系OXYZ与车体固连，坐标原点O取在车体13的形心处(也可以是与车体固连的任意一点)，定义经过坐标原点O且垂直于运动模拟平台14所在平面向上的方向为Z轴正方向、车辆前进的正前方为Y轴正方向、车辆前进的右侧方向为X轴正方向。定义运动模拟平台沿Z轴方向的升沉位移为w，绕X轴的旋转角即俯仰角为α，绕Y轴的旋转角即侧倾角为β。
2)运动模拟控制过程
第一步，测量车载运动模拟平台所处的初始坡度。因移动式运动模拟平台所停不平路面的坡度在工作中不会发生变化，所以在用陀螺仪测量的俯仰角α0和侧倾角β0只需要测量一次即可。在运动模拟开始之前，控制三个车轮悬挂伺服作动油缸的伸缩量均到达半程即到达行程的中位，用陀螺仪测出运动模拟平台的俯仰角α0和侧倾角β0并输出至电控单元，供运动模拟时使用；
第二步，进行运动模拟。在电控单元11控制程序内部设置扫描周期，在每个扫描周期内，电控单元11接受位姿控制用上位机15传来的目标位姿指令，位姿指令包括运动模拟平台的俯仰角α1、侧倾角β1、升沉位移w1和前面第一步得到的α0、β0值，以α1-α0、β1-β0和w1作为相对位姿目标值，计算出各个悬挂伺服作动油缸5、6、7的伸缩量的目标值l5、l6、l7，并将该目标值传输至伺服控制器组12对各个悬挂伺服作动油缸5、6、7进行位移伺服控制，使运动模拟平台实现对预定运动的模拟。在计算悬挂伺服作动油缸的伸缩量的目标值时，可以通过车辆悬挂机构的逆运动学算法进行计算；在伺服控制器组对各悬挂伺服作动油缸进行位移控制时，根据位移传感器测量的悬挂伺服作动油缸的行程和伸缩量的目标值控制悬挂伺服作动油缸伸缩。
移动式运动模拟平台停在水平地面上工作的情况是使用最多的一种情形，因在水平地面工作的情况是在不平地面工作时的一个特例，所以自然地可以使用上面的控制方法。
实施例二：基于主动悬挂的四轮移动式运动模拟平台及控制方法
如图2所示，系统包括：车体13、与车体13固连的运动模拟平台14、位姿控制用上位机15，陀螺仪1，车轮2、3、4.1、4.2及与车轮2、3、4.1、4.2一一对应的悬挂伺服作动油缸5、6、7.1、7.2和对应的位移传感器8、9、10.1、10.2，电控单元11以及伺服控制器组12。其中陀螺仪1固定于运动模拟平台14上，车轮2、3、4.1、4.2分别通过悬挂伺服作动油缸5、6、7.1、7.2连接于车体13下方，位移传感器8、9、10.1、10.2分别用于测量悬挂伺服作动油缸5、6、7.1、7.2的行程，电控单元11以及伺服控制器组12固定于车体13上，所述电控单元11与陀螺仪1以及伺服控制器组12通讯连接，伺服控制器组12与位移传感器8、9、10.1、10.2通讯连接。
因本实施例为四轮车辆，为了对车辆进行位姿控制，本实施例将车轮4.1和4.2看做一个等价支点，即将车轮4.1和4.2对应的悬挂伺服作动油缸7.1、7.2的上腔和下腔各自连通，即悬挂伺服作动油缸7.1、7.2的上腔通过上腔连接管路16.1连接，下腔通过下腔连接管路16.2连接，这样使车轮4.1和4.2及其悬挂对车体的支撑作用等价于一个支点，而另外两个车轮2与3及其悬挂伺服作动油缸对车体13又各形成一个支点，车体13共有三个支点。对于一般车辆来说，两后轮及其悬挂伺服作动油缸通常采用完全相同的结构，所以前述等价支点可认为位于车轮4.1和4.2所对应的悬挂伺服作动油缸7.1、7.2的上铰点的中点。控制该等价支点的高度可以通过控制悬挂伺服作动油缸7.1、7.2伸缩量的平均值(图2中以l7表示)来实现。接下来本实施例的控制方法就与实施例一完全相同，这里不再赘述。
当车轮数量大于4时，某车轮组内的车轮数量可以是一个或更多个。一个车轮组构成支撑车体的一个支点，三个车轮组形成三个支点，这三个支点可以决定一个平面，基于三点决定一个平面的原理对车体的位姿进行控制。各车轮组支撑车体的支点为组内各个悬挂伺服作动油缸对车体的支撑点的几何中心点，对该支点高度的控制通过控制车轮组内各个悬挂伺服作动油缸的平均伸缩量来实现。本发明给出了三轮以上车载运动模拟平台的控制方法，可以将超过三轮的车载运动模拟平台转化为三个车轮组，扩大了控制方法在车载运动模拟平台控制领域的适用范围。同时选择位置接近的车轮组成车轮组，便于组内车轮悬挂伺服作动油缸的上下腔的连通。
为了更好地体现本发明的基于主动悬挂的车载运动模拟平台可实现对预定运动的模拟，对本发明的基于主动悬挂的三轴六轮车载运动模拟平台进行正弦俯仰运动模拟、正弦侧倾运动模拟和正弦升沉运动模拟。
基于主动悬挂的三轴车载运动模拟平台如图3所示。整车长10m，轴距(2.95+1.65)m，总重量36t，轴荷12t，悬挂行程±0.11m。试验过程中将本发明的三轴六轮车辆的两个前车轮对应的悬挂伺服作动油缸的上腔和下腔分别通过连接管路连通，这样使两个前车轮及其悬挂对车体的支撑作用等价于一个支点；车辆后面的两根轴右侧的两个车轮对应的悬挂伺服作动油缸的上腔和下腔分别通过连接管路连通，使后右侧的两个车轮对车体的支撑作用形成一个支点；车辆后面的两根轴左侧的两个车轮对应的悬挂伺服作动油缸的上腔和下腔分别通过连接管路连通，使后左侧的两个车轮对车体的支撑作用形成一个支点；这样车体共有三个支点。车辆后面的四个轮及其悬挂伺服作动油缸采用完全相同的结构。
图4所示为三轴车载运动模拟平台停靠在水平路面模拟俯仰运动时的平台实际俯仰角与指令俯仰角的对比曲线。图5所示为三轴车载运动模拟平台停靠在水平路面模拟侧倾运动时的平台实际侧倾角与指令侧倾角的对比曲线。图6所示为三轴车载运动模拟平台模拟升沉运动时的平台实际升沉量与指令升沉量的对比曲线。从图4、图5和图6可以看出，基于主动悬挂的三轴车载运动模拟平台停靠在水平路面模拟俯仰运动、侧倾运动和升沉运动时，其实际俯仰角、侧倾角和升沉量与位姿控制用上位机输出的指令俯仰角、指令侧倾角和指令升沉量相比，除有少量时间滞后外基本一致。
图7所示为三轴车载运动模拟平台停靠在3°纵坡路面上模拟俯仰运动时的平台实际俯仰角与指令俯仰角的对比曲线；图8所示为三轴车载运动模拟平台停靠在2°横坡路面上模拟侧倾运动时的平台实际侧倾角与指令侧倾角的对比曲线图。
从图7和图8可以看出，基于主动悬挂的三轴车载运动模拟平台停靠在非水平路面模拟俯仰运动和侧倾运动时，其实际俯仰角和侧倾角与位姿控制用上位机输出的指令俯仰角和指令侧倾角相比除有少量时间滞后外基本一致。
无论停靠在水平路面还是非水平路面，基于主动悬挂的车载运动模拟平台均能较好地实现各种运动的有效模拟。
最后应说明的是：以上所述的各实施例仅用于说明本发明的技术方案，而非对其限制；尽管参照前述实施例对本发明进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述实施例所记载的技术方案进行修改，或者对其中部分或全部技术特征进行等同替换；而这些修改或替换，并不使相应技术方案的本质脱离本发明各实施例技术方案的范围。

Claims (2)

1.一种基于主动悬挂的车载运动模拟平台的控制方法，其特征在于：基于主动悬挂的车载运动模拟平台包括车体、与车体固定连接的运动模拟平台、位姿控制用上位机、陀螺仪、电控单元、伺服控制器组、多个车轮、与各个车轮一一对应的悬挂伺服作动油缸和位移传感器，其中陀螺仪固定于运动模拟平台上，电控单元以及伺服控制器组固定于车体上，车轮通过悬挂伺服作动油缸连接于车体下方，位移传感器用于测量悬挂伺服作动油缸的行程，所述电控单元分别与陀螺仪以及伺服控制器组通讯连接，伺服控制器组与位移传感器通讯连接，电控单元基于上位机输入的平台位姿指令和陀螺仪测得的平台位姿信息计算位姿控制参数，然后输出位姿控制参数至伺服控制器组，伺服控制器组根据位姿控制参数控制各悬挂伺服作动油缸的伸缩来实现对平台位姿的随动控制；控制方法包括以下过程：
1)建立与车体固连的坐标系OXYZ，坐标原点O取与车体固连的任意一点，定义经过坐标原点O且垂直于运动模拟平台所在平面向上的方向为Z轴正方向、车辆前进的正前方为Y轴正方向、车辆前进的右侧方向为X轴正方向，定义运动模拟平台沿Z轴方向的升沉位移为w，绕X轴的旋转角即俯仰角为α，绕Y轴的旋转角即侧倾角为β；
2)测量车载运动模拟平台所处的初始坡度，在运动模拟开始之前，控制车辆各悬挂伺服作动油缸伸缩至行程的中位，陀螺仪预先测出运动模拟平台俯仰角α0和侧倾角β0并输出至电控单元，供运动模拟时使用；
3)进行运动模拟，在电控单元控制程序内部设置扫描周期，在每个扫描周期内，电控单元接受上位机传来的位姿指令，所述位姿指令包括俯仰角α1、侧倾角β1、升沉位移w1和过程2)得到的α0、β0值，以α1-α0、β1-β0和w1作为相对位姿目标值，通过车辆悬挂机构的逆运动学算法计算出各个悬挂伺服作动油缸的伸缩量的目标值，并将该目标值传输至伺服控制器组对各个悬挂伺服作动油缸进行位移伺服控制，使运动模拟平台实现对预定运动的模拟。
2.根据权利要求1所述的基于主动悬挂的车载运动模拟平台的控制方法，其特征在于：坐标原点O取在车体的形心处。
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