CN116177424A - Stability control method for supporting leg system of automobile crane in operation - Google Patents

Stability control method for supporting leg system of automobile crane in operation Download PDF

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CN116177424A
CN116177424A CN202211559189.9A CN202211559189A CN116177424A CN 116177424 A CN116177424 A CN 116177424A CN 202211559189 A CN202211559189 A CN 202211559189A CN 116177424 A CN116177424 A CN 116177424A
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leg
load
crane
supporting leg
chassis
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张帆
李褚
蔡金田
刚宪约
李丽君
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Shandong University of Technology
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Shandong University of Technology
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C23/00—Cranes comprising essentially a beam, boom, or triangular structure acting as a cantilever and mounted for translatory of swinging movements in vertical or horizontal planes or a combination of such movements, e.g. jib-cranes, derricks, tower cranes
    • B66C23/62—Constructional features or details
    • B66C23/72—Counterweights or supports for balancing lifting couples
    • B66C23/78—Supports, e.g. outriggers, for mobile cranes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C13/00—Other constructional features or details
    • B66C13/18—Control systems or devices
    • B66C13/48—Automatic control of crane drives for producing a single or repeated working cycle; Programme control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C23/00—Cranes comprising essentially a beam, boom, or triangular structure acting as a cantilever and mounted for translatory of swinging movements in vertical or horizontal planes or a combination of such movements, e.g. jib-cranes, derricks, tower cranes
    • B66C23/88—Safety gear

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  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Control And Safety Of Cranes (AREA)

Abstract

The patent discloses a stability control method of an automobile crane landing leg system in operation. Firstly, measuring a bearing and deformation joint control matrix of a vehicle, and establishing a geometric level and load homogenization coupling control equation; then, according to the support leg actuation compensation model, the change of the geometric attitude and the support leg load caused by centroid migration in the loading operation is calculated in advance; the chassis attitude is restored to the geometric level again, and meanwhile, the load of each supporting leg approaches to the theoretical optimal load, so that the required supporting leg compensation amount is reversely calculated; and finally, the controller controls the synchronous implementation of the loading operation and the supporting leg compensation operation. The method can keep the chassis posture approaching the geometric level in real time in the operation, simultaneously the load distribution of each supporting leg approaches the theoretical optimal load in real time, effectively avoids the supporting leg virtual legs, overload and posture damage caused by the load migration in the operation of the automobile crane supporting leg system, even the whole automobile is overturned, and comprehensively improves the safety and the operation efficiency of special vehicles with the supporting leg system, such as the automobile crane.

Description

Stability control method for supporting leg system of automobile crane in operation
Technical field:
the invention belongs to the field of automobile cranes, and particularly relates to the field of automobile crane landing leg system control.
The background technology is as follows:
the special vehicles such as the automobile crane, the concrete pump truck and the like need to use the supporting leg system as a reference supporting platform in operation, and the tires are in a complete suspension state. Although prior to operation the chassis has been adjusted to a horizontal attitude and the legs are effective to carry the vehicle body load. However, in the subsequent operation, the lifting, luffing and turning movements of the upper garment change the mechanical characteristics of the upper garment at all times, so that the geometric posture and load distribution of the chassis can be damaged. In engineering operation, the overturning accidents caused by the stability of the supporting leg system are frequently and rarely caused. Therefore, the support leg system is controlled based on the control scheme to maintain the real-time stability of the geometric attitude of the chassis in operation, and simultaneously the load distribution effect of each support leg is optimized in real time, so that the support leg system has important value for improving the safety, the reliability and the operation efficiency of special vehicles such as an automobile crane, a concrete pump truck and the like.
At present, a person skilled in the art realizes the compensation control of the geometric attitude by monitoring the change of the geometric attitude of the chassis of the crane and then adjusting the landing leg system. For example, chinese patent CN202110742181.5 discloses an automatic control method for maintaining the attitude of a chassis of an automobile crane in a loading operation. The invention realizes real-time adjustment of the geometric attitude of the chassis through synchronous control of the loading operation and the support leg compensation, but is limited to the geometric attitude adjustment, and does not pay attention to the load distribution reliability.
With the development of special vehicles, the number of the supporting legs of the supporting leg system is developed from four to six or even ten. Thereby causing the control of the leg system to be deepened from the primary hyperstatic problem to the higher hyperstatic problem. The solution based on rigid body assumption described in CN202110742181.5 has principle errors, so that it is very difficult to implement active adjustment of the geometrical attitude of the hyperstatic leg system, and it is difficult to apply practically. On the other hand, the operation process will cause significant load migration of the leg system, and for leg systems with more than four legs, even on the premise of geometric level, the vehicle may be overturned instantaneously due to the defect of the leg load. Therefore, implementing the synchronization of the geometrical attitude of the leg system and the load distribution and active control are necessary ways to solve the above problems. At present, the related technical scheme is still blank.
The invention comprises the following steps:
in view of the above-mentioned shortcomings, the present invention provides a method for controlling the stability of an operating truck crane leg system. Firstly, measuring a bearing and deformation joint control matrix of a vehicle, and establishing a geometric level and load homogenization coupling control equation; then, according to the support leg actuation compensation model, the change of the geometric attitude and the support leg load caused by centroid migration in the loading operation is calculated in advance; the chassis attitude is restored to the geometric level again, and meanwhile, the load of each supporting leg approaches to the theoretical optimal load, so that the required supporting leg compensation amount is reversely calculated; and finally, the controller controls the synchronous implementation of the loading operation and the supporting leg compensation operation. The method can keep the chassis posture approaching the geometric level in real time in the operation, simultaneously the load distribution of each supporting leg approaches the theoretical optimal load in real time, effectively avoids the supporting leg virtual legs, overload and posture damage caused by the load migration in the operation of the automobile crane, even the whole automobile is overturned, and comprehensively improves the safety and the operation efficiency of special vehicles such as the automobile crane.
The embodiment of the invention provides a stability control method of an automobile crane landing leg system in operation, which is suitable for controlling the posture and load of the landing leg system in the loading operation, wherein the automobile crane is controlled by a controller, a luffing cylinder drives a crane boom to lift, a slewing mechanism drives the crane boom to swing, and a telescopic mechanism drives all stages of crane booms to stretch; the operation state of the automobile crane is monitored by a measuring system, a sensor for measuring the amplitude angle of the crane boom is arranged on the amplitude cylinder, a sensor for measuring the rotation angle of the crane boom is arranged on the rotation mechanism, and a sensor for measuring the elongation of the crane boom is arranged on the crane boom; the number n of the supporting legs of the supporting leg system can be 4 or more than 4 any number; the numbering rule definition of the landing leg system takes the forefront landing leg on the left side of a driver as a No. 1 landing leg, and other landing legs are respectively given serial numbers 2-n anticlockwise; the upper ends of all the supporting legs are inserted into the mounting holes of the overhanging cross beams on the chassis, the lower ends are extended to support the tyre to be separated from the ground during operation, eachThe structural size and the maximum actuating travel of the supporting legs are completely the same; a gesture sensor for measuring the two-dimensional inclination angle of the chassis relative to the horizontal plane is arranged at the center position of the chassis where the supporting leg system is arranged, and a force sensor and a displacement sensor are arranged on each supporting leg; before leaving the factory, the support leg is unfolded to an operation position, the chassis and the ground are completely bound to enable the vehicle to be suspended, the ith support leg is enabled to act until a unit displacement is generated through lifting of the support leg, the load increment of the support leg is measured through the force sensor, the rigidity of the support leg is obtained through dividing the unit displacement, and the steps are circularly executed until the rigidity k of all the support legs is measured i I=1, 2, carrying out the following steps; in the stability control method of the landing leg system, the coordinate system is established by taking the geometric center of the upper surface of the slewing mechanism as the origin of coordinates, the x-axis is parallel to the ground and points to the front of the driver, the y-axis is directed to the left side of the driver, the z-axis is vertically directed to the upper side of the driver, and the longitudinal and transverse coordinates of each landing leg are recorded as (x) i ，y i ) The positive direction of the load of each supporting leg is in the same direction with the coordinate axis, and the positive direction of the moment and the inclination angle is judged by a right hand rule; in an initial state before operation, the support leg system is controlled by the controller to support the automobile crane to the tire suspension, the crane boom is operated to the crane weight, and the crane weight is hung but not lifted off the ground, and the method is characterized by comprising the following operation steps:
step 101, driving the ith supporting leg to vertically move and extend, i=1, 2, &. N, measuring in real time by the displacement sensor until the ith supporting leg generates a unit displacement, keeping other supporting legs not actively moving during the moment, measuring the load increment of each supporting leg by the force sensor according to the sequence from 1 to n, dividing each load increment by the unit displacement to obtain Δf, and sequentially putting the Δf into the 1 st row to the nth row of the (n+2) x n-dimensional matrix ith row shown in the formula 1;
meanwhile, the attitude sensor respectively measures the increment of the inclination angle of the platform around the x axis and the y axis, and the increment of each inclination angle is divided by the unit displacement to obtain delta theta xi 、Δθ yi Sequentially placing the n+1 and n+2 rows of the ith column of the (n+2) x n-dimensional matrix;
the legs are driven circularly to perform the operation until the (n+2) x n-dimensional bearing and deformation joint control matrix is constructed
Figure BDA0003983887270000031
And 102, measuring the two-dimensional inclination angle of the chassis relative to the horizontal plane in the initial state by an attitude sensor.
Step 103, measuring the load of each leg in the initial state by the longitudinal and transverse coordinates of each leg and the force sensor, calculating the total weight G of the truck crane and the longitudinal and transverse coordinates (x mc ,y mc )
Figure BDA0003983887270000032
In formula 2, F i For each leg load in the initial state;
step 104, recording the total weight of each supporting leg, i.e. G/n is taken as a load distribution expectation, and calculating the theoretical optimal load F of each supporting leg according to the formula 3 i * ，i＝1,2,···,n
Figure BDA0003983887270000033
Wherein lambda is 1 、λ 2 、λ 3 Three intermediate parameters for participating in the operation;
step 105, constructing a geometric level and load homogenization coupling control equation from the combined control matrix of bearing and deformation, the two-dimensional inclination angle of the chassis relative to the horizontal plane in the initial state, the load of each supporting leg in the initial state and the theoretical optimal load, and then reversely calculating to obtain the operation amount of each supporting leg
Figure BDA0003983887270000034
In the formula 4 of the present invention,
Figure BDA0003983887270000035
is the two-dimensional tilt angle of the initial state, m=x, y; f (F) i t Each leg load being in the initial state; 0 is an ideal inclination angle for adjusting the posture of the chassis to a two-dimensional level; { e i The moment is the required operation quantity of each supporting leg when the chassis gesture is regulated to the geometric level and each supporting leg approaches to the theoretical optimal load;
step 106, controlling each supporting leg to perform action leveling according to the action amount of each supporting leg, measuring the current two-dimensional inclination angle of the chassis and the load of each supporting leg, and calculating the load deviation rate of the current load of each supporting leg and the theoretical optimal load;
step 107, the load deviation rate and the two-dimensional inclination angle are respectively compared with a set load deviation rate threshold epsilon F And a tilt threshold epsilon θ Comparing, judging whether the condition of successful synchronous adjustment of the geometry and the load is satisfied: if yes, executing the next step; if not, defining the current state as a new initial state, and returning to the step 103;
step 108, judging whether the crane weight is not lifted: if yes, defining the current state as a new initial state, lifting the crane weight, calculating to obtain the crane weight M, and returning to the execution step 103; if not, the total weight after lifting is recorded as G', and step 109 is executed;
step 109, detecting a lifting, luffing, turning or composite instructions thereof input by a driver, controlling the truck crane to temporarily not execute corresponding loading operation by the controller, combining the driver instructions according to the current truck crane operation state monitored by the measuring system, and calculating the centroid coordinates (x 'of the whole truck crane and the crane on the next time node after unit time in advance by the centroid coordinate parameterization model' mc ,y′ mc )；
Step 110, according to the current load F of each supporting leg i The rigidity k of each supporting leg i Barycenter coordinates (x 'of the whole body of the truck crane and the crane weight' mc ,y′ mc ) And giving new serial numbers z, c and d to any three legs which are not in a straight line, namely, vertically displacing each leg which is generated on the next time node after the unit time is calculated in advance according to a formula 5, namely, a leg actuation compensation model
Figure BDA0003983887270000041
In equation 5, Δz i For the vertical displacement of each supporting leg to be generated on the node of the next time after the unit time, N z 、N c 、N d Is a shape function of the three supporting legs;
step 111, vertically displacing each leg by Δz i I=1, 2, the terms, n, substituting the formula 6 into the formula, calculating in advance the two-dimensional inclination angle to be generated by the leg loads and the chassis to be generated on the node of the next time after the unit time
Figure BDA0003983887270000051
In formula 6, F i v For each leg load, k, to be generated at the next time node after the unit time i Stiffness of each leg of the leg system; Δz g Defined as the vertical displacement, Δz, that would be produced by the leg having the same longitudinal coordinate as the leg number 1 and the greatest transverse span b h The vertical displacement which is defined as the vertical displacement which is generated by the landing leg with the same transverse coordinate as the landing leg 1 and the largest longitudinal span L; θ x v 、θ y v An angle of roll about the x, y axes to be produced by the chassis at a next time node after the unit time;
step 112, using the mass center coordinates (x 'of the whole body of the truck crane and the crane at the next time node after the unit time' mc ,y′ mc ) Substituted into (x) in equation 3 mc ,y mc ) Calculating the theoretical optimal load F of each supporting leg on the node of the next time after the unit time i v* ，i＝1,2,···,n；
Step 113, loading each leg to be generated on the node of the next time after the unit time obtained in step 111 and the two-dimensional inclination angle of the chassis, and obtaining the theoretical optimal load F of each leg on the node of the next time after the unit time obtained in step 112 i v* Substituting formula 7 to reversely calculate to obtain the required leg actuation amount of each leg approaching theoretical optimal load if the geometric level of the chassis attitude is to be ensured on the next time node after the unit time
Figure BDA0003983887270000052
In equation 7, { e i v The moment is that the chassis is adjusted to the geometric level on the next time node after the unit time, and the moment of each supporting leg required by each supporting leg approaching to the theoretical optimal load is i=1, 2, & ·n;
Figure BDA0003983887270000053
for the angle that the chassis will roll about the x, y axes, m = x, y, at the next time node after the unit time;
step 115, the driver lever action command is monitored in a loop: if the driver still has instructions input, steps 109 to 115 are looped until the driver turns off the controller.
Further, the unit displacement in step 101 ranges from 1% to 5% of the maximum actuation travel of the leg.
Further, wherein the roll threshold ε of step 107 θ The range of the temperature sensor is 0.1-0.5 degrees.
Further, a method for controlling stability of an operating crane leg system according to claim 1, wherein the load deviation ratio in step 106 is calculated by the formula of
Figure BDA0003983887270000054
The load deviation rate threshold epsilon F In the range of 5％～15％。
Further, wherein N is as described in step 110 z 、N c 、N d The calculation can be based on the following formula:
Figure BDA0003983887270000061
the technical conception of the invention is as follows: aiming at the engineering problem that the geometric attitude and the landing leg load distribution are damaged due to the fact that the centroid position changes in time in the loading operation process of the automobile crane after leveling is completed, and the operation vehicle is likely to overturn, firstly, a bearing and deformation joint control matrix of the vehicle is constructed, and the inherent mechanical properties of the system are accurately represented; secondly, according to the support leg actuation compensation model, the change of the geometric attitude of the chassis and the stress of each support leg, which are caused by centroid migration in the loading operation, is calculated in advance; returning the chassis attitude to the geometric level and enabling the support legs to approach the theoretical optimal load as a target, and reversely calculating the operation amount of each support leg of the support leg system required by reaching the target; and finally, the controller controls the synchronous implementation of the loading operation and the support leg actuation compensation, so that the real-time control of the geometric posture of the chassis and the load of each support leg is realized until the loading process is finished.
The invention has the beneficial effects that the support leg compensation operation is carried out on the automobile crane with any support leg number while the upper loading operation is carried out. The compensation operation amount can effectively keep the chassis geometric attitude of the automobile crane in the operation process to approach the geometric level in real time, and meanwhile, the load distribution of each supporting leg approaches the theoretical optimal load in real time, so that the problems of broken leg, overload damage, attitude damage and even whole automobile overturning of the supporting leg caused by load migration in the operation process of the automobile crane are effectively solved.
Description of the drawings:
the invention will be described in further detail with reference to the drawings and the detailed description.
FIG. 1 is a flow chart of a method of controlling the stability of an automotive crane leg system during a loading operation of the present invention;
FIG. 2 is a schematic diagram of the structural features of an truck crane in an initial state provided by the method for controlling the stability of the truck crane leg system in the loading operation of the present invention;
fig. 3 is a schematic diagram of structural features of a chassis provided by the method for controlling stability of a leg system of an automobile crane in a loading operation of the present invention.
The specific embodiment is as follows:
in order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be further described in detail with reference to the accompanying drawings and six-leg crane embodiments. It should be understood that the six-leg crane embodiments described herein are merely illustrative of the present invention and are not intended to limit the present invention, and the scope of applicability of the present patent extends to any number of leg crane platforms.
The invention provides a stability control method of an automobile crane landing leg system in loading operation, which solves the defects that an automobile crane in the prior art cannot maintain stable chassis posture in real time and the landing leg loads approach theoretical optimal loads in real time in the loading operation process.
The method for controlling the stability of the support leg system of the truck crane in the loading operation of the invention uses the structural characteristics of the truck crane as shown in fig. 2, and for simplicity of description, the chassis 4 is equivalent to a plane as shown in fig. 3. The truck crane is controlled by a controller, the luffing cylinder 1 drives the lifting arm 2 to lift at an equal angular speed, the slewing mechanism 3 drives the lifting arm 2 to swing at an equal angular speed, and each level of lifting arm 2 is driven by the telescopic mechanism to stretch at a constant speed; the effective lengths of all stages of lifting arms 2 are the same, the mass distribution is uniform, and the lifting arms of the higher stage are overlapped and are arranged in the lifting arm of the next stage; a displacement sensor for measuring the extension length of the crane arm is arranged between each stage of crane arm and the next stage of crane arm, a rotation angle sensor for measuring the rotation angle of the crane arm 2 relative to the longitudinal symmetry plane of the chassis 4 is arranged on the rotation mechanism 3, and a displacement sensor for measuring the extension length of the crane arm and equivalently calculating the amplitude angle of the crane arm 2 is arranged on the amplitude cylinder 1; the number of the landing leg 9 in the landing leg system is defined by L as the forefront landing leg on the left side of the driver 1 The other support leg numbers L are given in sequence anticlockwise 2 ～L 6 The upper ends of the cross beams are vertically inserted into the mounting holes of the overhanging cross beams on the chassis 4 at equal heightsThe lower end of each supporting leg 9 is supported on the ground, the structural size and the maximum actuating stroke of each supporting leg 9 are identical, and each supporting leg 9 is provided with a force sensor 5 for measuring the vertical load of the supporting leg 9 and a displacement sensor 6 for measuring the actuating quantity of the supporting leg 9; before leaving the factory, the supporting legs 9 are unfolded to the working position, the chassis 4 and the ground are completely bound to enable the vehicle to be suspended, the ith supporting leg 9 is enabled to act until a unit displacement is generated through lifting of the supporting legs 9, the load increment of the supporting legs 9 is measured through the force sensor 5 and divided by the unit displacement to obtain the rigidity of the supporting legs 9, and the steps are circularly executed until the rigidity k of all the supporting legs 9 is measured i I=1, 2, 6; in the stability control method of the leg system, the coordinate system is established by taking the geometric center of the upper surface of the slewing mechanism as the origin of coordinates, the x-axis is parallel to the ground and points to the front of the driver, the z-axis is vertically oriented upwards, the y-axis points to the left of the driver, and the longitudinal and transverse coordinates of each leg are recorded as (x) i ，y i ) The positive direction of the moment and the inclination angle is judged according to the right hand rule; a two-dimensional inclination sensor 7 is arranged at the center of the chassis 4 where the supporting leg system is positioned, and the two-dimensional inclination of the chassis 4 relative to a reference plane is measured; in an initial state before operation, the supporting leg system supports the automobile crane to a suspended state of the automobile, the crane boom is operated to a crane weight, and the crane weight is hung but is not lifted off the ground.
The invention discloses a stability control method of an automobile crane supporting leg system in loading operation, which has a control flow shown in figure 1, but in the embodiment, formulas are reordered and numbered, and specifically comprises the following steps:
step 101, driving the ith supporting leg 9 to vertically actuate and extend, i=1, 2, ··6, measuring by the displacement sensor 6 in real time until the ith supporting leg 9 generates a unit displacement, keeping the other supporting legs 9 not actuated during the time, measuring the load increment of each supporting leg by the force sensor 5 according to the sequence from 1 to 6, dividing each load increment by the unit displacement to obtain Δf, and sequentially putting the Δf into the 1 st to 6 th rows of the ith column of the 8×6-dimensional matrix shown in the formula 1.
Simultaneously, the attitude sensor 7 respectively measures the increment of the inclination angle of the platform around the x axis and the y axis, and divides each increment of the inclination angle by the unitDisplacement to obtain delta theta xi 、Δθ yi And sequentially placing the rows 7 and 8 of the ith column of the 8 multiplied by 6 matrix.
The legs are driven circularly to perform the operation until an 8X 6-dimensional bearing and deformation joint control matrix is constructed
Figure BDA0003983887270000081
In this embodiment, the unit displacement is in the range of 1% to 5% of the maximum actuation travel of the leg 9.
Step 102, measuring the two-dimensional inclination angle of the chassis relative to the horizontal plane in the initial state by the attitude sensor 7.
Step 103, calculating the total weight G of the truck crane and the longitudinal and transverse coordinates (x mc ,y mc )
Figure BDA0003983887270000082
In formula 2, F i For each leg load in the initial state.
Step 104, recording the average total weight of each supporting leg 9, i.e. G/n is taken as a load distribution expectation, and calculating the theoretical optimal load F of each supporting leg 9 according to the formula 3 i * ，i＝1,2,···,6
Figure BDA0003983887270000083
Wherein lambda is 1 、λ 2 、λ 3 Three intermediate parameters that participate in the operation.
Step 105, constructing a geometric level and load homogenization coupling control equation by the combined control matrix of the bearing and deformation constructed in step 101, the two-dimensional inclination angle of the chassis in the initial state measured in step 102 relative to the horizontal plane, the load of each supporting leg 9 in the initial state measured in step 103, and the theoretical optimal load of each supporting leg 9 calculated in step 104, and further reversely calculating to obtain the operation amount of each supporting leg 9
Figure BDA0003983887270000091
In the formula 4 of the present invention,
Figure BDA0003983887270000092
is the two-dimensional tilt angle of the initial state, m=x, y; f (F) i t The load of each leg 9 in the initial state; 0 is an ideal inclination angle for adjusting the posture of the chassis to a two-dimensional level; { e i I.e. the amount of actuation of the legs 9 required to adjust the chassis 4 to a geometrical level and the legs 9 approach the theoretical optimal load. />
Step 106, controlling each supporting leg 9 to perform action leveling according to the supporting leg operation amount calculated in step 105, then measuring the current two-dimensional inclination angle of the chassis 4 and the load of each supporting leg 9, and calculating the load deviation rate of the current supporting leg 9 load and the theoretical optimal load.
Step 107, the load deviation rate calculated in step 106 and the measured two-dimensional inclination angle of the chassis are respectively compared with a set load deviation rate threshold epsilon F And a tilt threshold epsilon θ Comparing, judging whether the condition of successful synchronous adjustment of the geometry and the load is satisfied: if yes, executing the next step; if not, defining the current state as a new initial state, and jumping back to the step 103;
in the present embodiment, the roll threshold ε θ The range of the temperature sensor is 0.1-0.5 degrees; the load deviation rate has the calculation formula of
Figure BDA0003983887270000093
The load deviation rate threshold epsilon F The range of the catalyst is 5% -15%.
Step 108, judging whether the crane weight is not lifted: if yes, defining the current state as a new initial state, lifting the crane weight, calculating to obtain the crane weight M, and returning to the execution step 103; if not, the total weight after lifting is reported as G', and step 109 is performed.
Step 109, detecting a lifting, luffing, turning or a compound instruction thereof input by a driver, controlling the truck crane to temporarily not execute corresponding loading operation by the controller, combining the driver instruction according to the current truck crane operation state monitored by the measuring system, and calculating the centroid coordinates (x 'of the truck crane and the crane reformer to be generated on the next time node after unit time in advance by the centroid coordinate parameterized model of formula 5' mc ,y′ mc )
Figure BDA0003983887270000101
In formula 5, m i I=1 to 6,l for the mass of the i-th boom 2 a For the length of the boom 2,
Figure BDA0003983887270000102
to complete the initial luffing angle omega of the suspended boom 2 of the sling 8 b For the amplitude angular velocity of the lifting arm 2, the lifting arm 2 is lifted to be positive, t b For the amplitude of the actuation time l j For the horizontal distance from the boom 2 axis of rotation to the origin, m b For the mass of the counterweight 10, l b L is the horizontal distance of the counterweight 10 from the origin 0 To complete the initial extension length of the crane boom 2 of each stage of the crane 8 s The telescopic speed of the boom 2 is positive, t s For boom 2 extension time, ψ 0 To complete the initial rotation angle omega of the hanging boom 2 of the crane 8 h For the rotational angular velocity, t, of the boom 2 h For turning the actuation time, m t Is the chassis mass x t Is the x-axis coordinate, y of the mass center of the chassis t Is the chassis centroid y-axis coordinate. Wherein l 0 Can be measured by a displacement sensor arranged between the second-stage lifting arm and the first-stage lifting arm 0 The tilt angle sensor on the slewing mechanism 3 can be used for measuring, and other data can be obtained according to the structural specification of the crane or a three-dimensional model. Wherein the chassis is the whole of the cab, the fixed part of the slewing mechanism and the chassis before being combined, and the counterweight is the driving after being combinedAnd the whole of the chamber, the movable part of the slewing mechanism and the rear balancing weight. It should be noted that the present formula is only applicable to the structural features shown in the drawings of the present embodiment. It should be understood that the present formula is not intended to be limiting, as long as the method of obtaining the integral center of mass of the truck crane and sling is within the scope of protection of the present patent.
Step 110, according to the current load F of each leg 9 i Equivalent stiffness k of each leg 9 i Barycenter coordinates (x 'of the whole body of the truck crane and the crane weight' mc ,y′ mc ) The legs L1, L3 and L6 which are not on the same straight line are selected as three legs required by shape function calculation, and the vertical displacement of each leg is generated on the next time node after the leading calculation unit time of the leg actuation compensation model according to the formula 6
Figure BDA0003983887270000111
In equation 6, Δz i Is the vertical displacement of each leg 9 to be produced at the next time node after a unit time.
Step 111, vertically displacing each leg Δz to be generated at the next time node after the unit time calculated in step 110 i Substituting formula 7, and calculating load of each supporting leg 9 and two-dimensional inclination angle of chassis 4 to be generated on next time node after unit time in advance
Figure BDA0003983887270000112
In formula 7, F i v Load, k, of each leg 9 to be generated on the next time node after a unit time i For each leg stiffness, θ of the leg system x v 、θ y v An angle which is to be generated by the chassis 4 on the next time node after unit time and is to be tilted around the x and y axes; l is the longitudinal span of the leg system; b is the lateral span of the leg system.
Step 112, the automobile crane and the crane reformer are arranged on the next time node after the unit timeThe resulting centroid coordinates (x' mc ,y′ mc ) Substituted into (x) in equation 3 mc ,y mc ) Calculating to obtain theoretical optimal load F of each supporting leg 9 on next time node after unit time i v* 。
Step 113, the load of each supporting leg 9 and the two-dimensional inclination angle of the chassis 4 to be generated on the next time node after the unit time obtained in step 111 are calculated, and the theoretical optimal load F of each supporting leg 9 on the next time node after the unit time obtained in step 112 i v* Substituting the geometric level of the chassis 4 to be ensured on the next time node after unit time by the reverse calculation in the formula 8, and simultaneously, enabling the legs 9 to approach the required leg actuation amount of the theoretical optimal load
Figure BDA0003983887270000113
In equation 8, { e i v The method is that the chassis 4 is adjusted to the geometric level on the next time node after unit time, and the operation amount of each supporting leg 9 is required when approaching to the theoretical optimal load;
Figure BDA0003983887270000121
for the angle the chassis 4 will roll about the x, y axes, m=x, y, at the next time node after a unit time. />
And 114, the controller controls the truck crane to execute the loading operation in unit time according to the instruction of the driver gear lever, and synchronously controls the supporting legs 9 to perform real-time motion compensation according to the motion quantity of the supporting legs 9 reversely calculated in the 113.
Finally, it should be noted that the foregoing description is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, while the invention has been described in connection with the above embodiments, the invention is not limited to the embodiments, but may be embodied in many other equivalent forms without departing from the spirit or scope of the invention, which is set forth in the following claims.

Claims (5)

1. The invention discloses a stability control method of an automobile crane landing leg system in operation, wherein an automobile crane is controlled by a controller, a luffing cylinder drives a crane boom to lift, a slewing mechanism drives the crane boom to swing, and a telescopic mechanism drives all stages of crane booms to stretch; the operation state of the automobile crane is monitored by a measuring system, a sensor for measuring the amplitude angle of the crane boom is arranged on the amplitude cylinder, a sensor for measuring the rotation angle of the crane boom is arranged on the rotation mechanism, and a sensor for measuring the elongation of the crane boom is arranged on the crane boom; the number n of the supporting legs of the supporting leg system can be 4 or more than 4 any number; the numbering rule definition of the landing leg system takes the forefront landing leg on the left side of a driver as a No. 1 landing leg, and other landing legs are respectively given serial numbers 2-n anticlockwise; the upper ends of all the supporting legs are inserted into the mounting holes of the overhanging cross beams on the chassis, the lower ends are extended to support the tires to be separated from the ground during operation, and the structural size and the maximum actuating stroke of each supporting leg are completely the same; a gesture sensor for measuring the two-dimensional inclination angle of the chassis relative to the horizontal plane is arranged at the center position of the chassis where the supporting leg system is arranged, and a force sensor and a displacement sensor are arranged on each supporting leg; before leaving the factory, the support leg is unfolded to an operation position, the chassis and the ground are completely bound to enable the vehicle to be suspended, the ith support leg is enabled to act until a unit displacement is generated through lifting of the support leg, the load increment of the support leg is measured through the force sensor, the rigidity of the support leg is obtained through dividing the unit displacement, and the steps are circularly executed until the rigidity k of all the support legs is measured i I=1, 2, carrying out the following steps; in the stability control method of the landing leg system, the coordinate system is established by taking the geometric center of the upper surface of the slewing mechanism as the origin of coordinates, the x-axis is parallel to the ground and points to the front of the driver, the y-axis is directed to the left side of the driver, the z-axis is vertically directed to the upper side of the driver, and the longitudinal and transverse coordinates of each landing leg are recorded as (x) i ，y i ) Square of each leg loadThe positive direction of the moment and the dip angle is judged by a right hand rule in the same direction with the coordinate axis; in an initial state before operation, the support leg system is controlled by the controller to support the automobile crane to the tire suspension, the crane boom is operated to the crane weight, and the crane weight is hung but not lifted off the ground, and the method is characterized by comprising the following operation steps:
step 101, driving the ith supporting leg to vertically move and extend, i=1, 2, &. N, measuring in real time by the displacement sensor until the ith supporting leg generates a unit displacement, keeping other supporting legs not actively moving during the moment, measuring the load increment of each supporting leg by the force sensor according to the sequence from 1 to n, dividing each load increment by the unit displacement to obtain Δf, and sequentially putting the Δf into the 1 st row to the nth row of the (n+2) x n-dimensional matrix ith row shown in the formula 1;
meanwhile, the attitude sensor respectively measures the increment of the inclination angle of the platform around the x axis and the y axis, and the increment of each inclination angle is divided by the unit displacement to obtain delta theta xi 、Δθ yi Sequentially placing the n+1 and n+2 rows of the ith column of the (n+2) x n-dimensional matrix; the legs are driven circularly to perform the operation until the (n+2) x n-dimensional bearing and deformation joint control matrix is constructed
Figure FDA0003983887260000011
And 102, measuring the two-dimensional inclination angle of the chassis relative to the horizontal plane in the initial state by an attitude sensor.
Step 103, measuring the load of each leg in the initial state by the longitudinal and transverse coordinates of each leg and the force sensor, calculating the total weight G of the truck crane according to the vertical force balance and the moment balance around the x axis and the y axis in the formula 2, and
the longitudinal and transverse coordinates (x mc ,y mc )
Figure FDA0003983887260000021
In formula 2, F i For each leg load in the initial state;
step 104, recording the total weight of each supporting leg, i.e. G/n is taken as a load distribution expectation, and calculating the theoretical optimal load F of each supporting leg according to the formula 3 i * ，i＝1,2,···,n
Figure FDA0003983887260000022
Wherein lambda is 1 、λ 2 、λ 3 Three intermediate parameters for participating in the operation;
step 105, constructing a geometric level and load homogenization coupling control equation from the combined control matrix of bearing and deformation, the two-dimensional inclination angle of the chassis relative to the horizontal plane in the initial state, the load of each supporting leg in the initial state and the theoretical optimal load, and then reversely calculating to obtain the operation amount of each supporting leg
Figure FDA0003983887260000023
In equation 4, θ m t Is the two-dimensional tilt angle of the initial state, m=x, y; f (F) i t Each leg load being in the initial state; 0 is an ideal inclination angle for adjusting the posture of the chassis to a two-dimensional level; { e i The moment is the required operation quantity of each supporting leg when the chassis gesture is regulated to the geometric level and each supporting leg approaches to the theoretical optimal load;
step 106, controlling each supporting leg to perform action leveling according to the action amount of each supporting leg, measuring the current two-dimensional inclination angle of the chassis and the load of each supporting leg, and calculating the load deviation rate of the current load of each supporting leg and the theoretical optimal load;
step 107, the load deviation rate and the two-dimensional inclination angle are respectively compared with a set load deviation rate threshold epsilon F And a tilt threshold epsilon θ Comparing, judging whether the geometric and load synchronization is satisfiedConditions for successful adjustment: if yes, executing the next step; if not, defining the current state as a new initial state, and returning to the step 103;
step 108, judging whether the crane weight is not lifted: if yes, defining the current state as a new initial state, lifting the crane weight, calculating to obtain the crane weight M, and returning to the execution step 103; if not, the total weight after lifting is recorded as G', and step 109 is executed; step 109, detecting a lifting, luffing, turning or composite instructions thereof input by a driver, controlling the truck crane to temporarily not execute corresponding loading operation by the controller, combining the driver instructions according to the current truck crane operation state monitored by the measuring system, and calculating the centroid coordinates (x 'of the whole truck crane and the crane on the next time node after unit time in advance by the centroid coordinate parameterization model' mc ,y′ mc )；
Step 110, according to the current load F of each supporting leg i The rigidity k of each supporting leg i Barycenter coordinates (x 'of the whole body of the truck crane and the crane weight' mc ,y′ mc ) And giving new serial numbers z, c and d to any three legs which are not in a straight line, namely, vertically displacing each leg which is generated on the next time node after the unit time is calculated in advance according to a formula 5, namely, a leg actuation compensation model
Figure FDA0003983887260000031
In equation 5, Δz i For the vertical displacement of each supporting leg to be generated on the node of the next time after the unit time, N z 、N c 、N d Is a shape function of the three supporting legs;
step 111, vertically displacing each leg by Δz i I=1, 2, the terms, n, substituting the formula 6 into the formula, calculating in advance the two-dimensional inclination angle to be generated by the leg loads and the chassis to be generated on the node of the next time after the unit time
Figure FDA0003983887260000032
In formula 6, F i v For each leg load, k, to be generated at the next time node after the unit time i Stiffness of each leg of the leg system; Δz g Defined as the vertical displacement, Δz, that would be produced by the leg having the same longitudinal coordinate as the leg number 1 and the greatest transverse span b h The vertical displacement which is defined as the vertical displacement which is generated by the landing leg with the same transverse coordinate as the landing leg 1 and the largest longitudinal span L;
θ x v 、θ y v an angle of roll about the x, y axes to be produced by the chassis at a next time node after the unit time;
step 112, using the mass center coordinates (x 'of the whole body of the truck crane and the crane at the next time node after the unit time' mc ,y′ mc ) Substituted into (x) in equation 3 mc ,y mc ) Calculating the theoretical optimal load F of each supporting leg on the node of the next time after the unit time i v* ，i＝1,2,···,n；
Step 113, loading each leg to be generated on the node of the next time after the unit time obtained in step 111 and the two-dimensional inclination angle of the chassis, and obtaining the theoretical optimal load F of each leg on the node of the next time after the unit time obtained in step 112 i v* Substituting formula 7 to reversely calculate to obtain the required leg actuation amount of each leg approaching theoretical optimal load if the geometric level of the chassis attitude is to be ensured on the next time node after the unit time
Figure FDA0003983887260000041
In equation 7, { e i v The moment is that the chassis is adjusted to the geometric level on the next time node after the unit time, and the moment of each supporting leg required by each supporting leg approaching to the theoretical optimal load is i=1, 2, & ·n;
Figure FDA0003983887260000042
for the angle that the chassis will roll about the x, y axes, m = x, y, at the next time node after the unit time;
114, controlling the automobile crane to execute uploading operation at unit time intervals according to a driver gear lever instruction by the controller, and synchronously controlling each supporting leg by the controller to perform real-time motion compensation according to the motion quantity of each supporting leg in 113;
step 115, the driver lever action command is monitored in a loop: if the driver still has instructions input, steps 109 to 115 are looped until the driver turns off the controller.
2. A method of controlling the stability of an on-the-fly truck crane leg system as claimed in claim 1, wherein said unit displacement in step 101 is in the range of 1% to 5% of the maximum actuation stroke of said leg.
3. A method of controlling the stability of an operating truck crane leg system as claimed in claim 1 wherein the roll threshold epsilon of step 107 θ The range of the temperature sensor is 0.1-0.5 degrees.
4. The method for controlling the stability of an operating crane truck leg system according to claim 1, wherein the load deviation in step 106 is calculated by the formula
Figure FDA0003983887260000051
The load deviation rate threshold epsilon F The range of the catalyst is 5% -15%.
5. The method for controlling the stability of an operating truck crane leg system as claimed in claim 1, wherein N is as recited in step 110 z 、N c 、N d The calculation can be based on the following formula:
Figure FDA0003983887260000052
/>
CN202211559189.9A 2022-12-06 2022-12-06 Stability control method for supporting leg system of automobile crane in operation Pending CN116177424A (en)

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