CN110411628B - Slip ring type wheel force sensor dynamic transmission error correction system and correction method thereof - Google Patents

Slip ring type wheel force sensor dynamic transmission error correction system and correction method thereof Download PDF

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CN110411628B
CN110411628B CN201910583442.6A CN201910583442A CN110411628B CN 110411628 B CN110411628 B CN 110411628B CN 201910583442 A CN201910583442 A CN 201910583442A CN 110411628 B CN110411628 B CN 110411628B
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bridge
force sensor
wheel force
rotation angle
signal
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CN110411628A (en
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吴媞
王东
许曈
张为公
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Southeast University
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L1/00—Measuring force or stress, in general
    • G01L1/20—Measuring force or stress, in general by measuring variations in ohmic resistance of solid materials or of electrically-conductive fluids; by making use of electrokinetic cells, i.e. liquid-containing cells wherein an electrical potential is produced or varied upon the application of stress
    • G01L1/22—Measuring force or stress, in general by measuring variations in ohmic resistance of solid materials or of electrically-conductive fluids; by making use of electrokinetic cells, i.e. liquid-containing cells wherein an electrical potential is produced or varied upon the application of stress using resistance strain gauges
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L1/00—Measuring force or stress, in general
    • G01L1/20—Measuring force or stress, in general by measuring variations in ohmic resistance of solid materials or of electrically-conductive fluids; by making use of electrokinetic cells, i.e. liquid-containing cells wherein an electrical potential is produced or varied upon the application of stress
    • G01L1/22—Measuring force or stress, in general by measuring variations in ohmic resistance of solid materials or of electrically-conductive fluids; by making use of electrokinetic cells, i.e. liquid-containing cells wherein an electrical potential is produced or varied upon the application of stress using resistance strain gauges
    • G01L1/225—Measuring circuits therefor
    • G01L1/2262—Measuring circuits therefor involving simple electrical bridges
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L1/00—Measuring force or stress, in general
    • G01L1/20—Measuring force or stress, in general by measuring variations in ohmic resistance of solid materials or of electrically-conductive fluids; by making use of electrokinetic cells, i.e. liquid-containing cells wherein an electrical potential is produced or varied upon the application of stress
    • G01L1/22—Measuring force or stress, in general by measuring variations in ohmic resistance of solid materials or of electrically-conductive fluids; by making use of electrokinetic cells, i.e. liquid-containing cells wherein an electrical potential is produced or varied upon the application of stress using resistance strain gauges
    • G01L1/2268—Arrangements for correcting or for compensating unwanted effects

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  • General Physics & Mathematics (AREA)
  • Transmission And Conversion Of Sensor Element Output (AREA)
  • Arrangements For Transmission Of Measured Signals (AREA)

Abstract

The invention discloses a slip ring type wheel force sensor dynamic transmission error correction system and a correction method thereof. The system synchronously tests resistance strain bridge signals and tire rotation angle signals of the wheel force sensor, obtains correction parameters related to the tire rotation angle through dynamic bias error correction and dynamic shunt correction, and eliminates bridge signal transmission errors caused by slip ring dynamic contact resistance and wire resistance. The invention considers the dynamic influence of the rotation angle of the tire on the transmission error, and improves the correction precision; and the angle sensor of the wheel force sensor is utilized, the original sensor structure is not required to be changed, and the use is convenient.

Description

Slip ring type wheel force sensor dynamic transmission error correction system and correction method thereof
Technical Field
The invention belongs to the technical field of measurement and control, and particularly relates to a dynamic transmission error correction system and a dynamic transmission error correction method for a slip ring type wheel force sensor.
Background
The resistance strain type wheel force sensor is characterized in that a sensing body is arranged on a tire, a resistance strain gauge is reasonably arranged on the sensing body, a bridge circuit is formed, and an equiarm full-bridge circuit is generally adopted, so that a wheel force/torque signal is converted into a bridge voltage signal. Meanwhile, the wheel force sensor tests the rotation angle of the tire through a rotation angle encoder, and further calculates to obtain wheel force/moment information under a wheel coordinate system according to the rotation angle encoder.
Because the sensor body rotates along with the tire, bridge signals cannot be directly transmitted to the data acquisition terminal through a lead, and data are generally transmitted in a wireless mode or a slip ring mode. For slip ring type wheel force sensors, due to the existence of slip ring dynamic contact resistance, when a slip ring rotates along with a tire, errors of periodic change are superposed in transmission of strain bridge signals, and errors caused by different slip ring channels are different. Although the error and the periodic variation thereof are not large, the strain resistance signal in the wheel force/moment measurement is weak, so that the signal still has obvious periodic error influence. Meanwhile, the existence of the wire resistor also causes transmission errors to the bridge signals, and a reasonably designed method is needed for elimination.
The prior method for eliminating the signal transmission error has the following defects:
(1) the error caused by the transmission wire is eliminated by a static shunt correction method, the whole transmission channel is regarded as an additional resistor with certain resistance value by the method, the periodical change of the slip ring dynamic contact resistance along with the slip ring corner is not considered, and the error dynamic compensation can not be realized.
(2) The interference signals are eliminated through a data filtering method, the method can only eliminate noise interference of other frequency domains generally, and because the change cycle of the slip ring dynamic contact resistance is the same as that of the wheel force signals, the slip ring dynamic contact resistance can be easily identified as normal wheel force signals and is difficult to eliminate through filtering.
Disclosure of Invention
The purpose of the invention is as follows: aiming at the problems in the prior art, the invention provides a dynamic transmission error correction system and a correction method thereof for a slip ring type wheel force sensor, which consider the dynamic influence of the rotation angle of a tire on the transmission error and improve the correction precision; and the angle sensor of the wheel force sensor is utilized, the original sensor structure is not required to be changed, and the use is convenient.
The technical scheme is as follows: in order to solve the technical problem, the invention provides a dynamic transmission error correction system of a slip ring type wheel force sensor, which comprises an upper computer, a data acquisition controller, a strain/bridge input module, a digital signal input module, a lithium battery and a wheel force sensor to be corrected; the upper computer, the strain/bridge input module, the digital signal input module and the lithium battery are all connected with the data acquisition controller, and the upper computer is connected with the data acquisition controller through a network port to realize data acquisition and upper computer control; the strain/bridge input module is connected to a resistance type strain bridge of a wheel force sensor to be corrected through a slip ring, so that power supply for a bridge circuit is realized, and bridge signals are acquired; the digital signal input module is connected to a tire rotation angle encoder of the wheel force sensor to be corrected and used for acquiring a tire rotation angle signal; the lithium battery supplies power for the data acquisition controller.
Furthermore, the strain/bridge input module is internally provided with a shunt resistor RsThe connection and disconnection of the module are controlled by software, and when the module is controlled to be in a connection state, a shunt resistor R in the modulesConnected in parallel to one arm of the strain bridge of the wheel force sensor and is controlled to be disconnectedShunt resistor R in module in on statesDoes not participate in the circuit connection.
Further, the system synchronously tests the resistance strain bridge signal Vr of the wheel force sensor and the angle signal theta of the tire rotation angle encoder, wherein
Figure GDA0003003186820000021
Ve is the power supply voltage of the strain/bridge input module to the bridge, Vo is the bridge output voltage collected by the strain/bridge input module, and theta is an angle signal in the range of 0-2 pi.
The correction method of the slip-ring type wheel force sensor dynamic transmission error correction system comprises the following steps:
(1) the system is connected with hardware and supplies power to the system;
(2) adjusting the posture and the stress state of the wheel force sensor to enable the force/moment of the channel to be corrected to be zero;
(3) performing dynamic bias error correction, disconnecting shunt resistor R of strain/bridge input modulesSlowly rotating the slip ring for a plurality of circles, and synchronously recording the rotation angle of the tire and the electric bridge signal;
(4) calculating dynamic bias error Vr of electric bridge signal0(θ)；
(5) Shunt resistor R for dynamic shunt correction and connection of strain/bridge input modulesSlowly rotating the slip ring for a plurality of circles, and synchronously recording the rotation angle of the tire and the electric bridge signal;
(6) calculate bridge signal Vr after shunting1(θ)；
(7) Calculating a proportional correction factor k (theta);
(8) establishing a nonlinear mathematical model of a proportional correction factor k (theta) and a tire rotation angle theta by applying a support vector machine method, and taking a model predicted value as a new proportional correction factor k1(θ)；
(9) After the correction process is finished, the bridge signal Vr and the angle signal theta measured in the test are substituted into the correction parameters, and the corrected bridge signal Vr is calculatedcA calculation partyThe method is
Vrc＝k1(θ)·(Vr-Vr0(θ))，
Wherein Vr0(theta) and k1(theta) respectively using the bridge signal Vr after correction for the dynamic bias error of the bridge signal obtained in the step (4) and the scale correction factor obtained in the step (8)cWheel force analysis calculation is carried out instead of the original bridge signal Vr, and then correction is completed;
in the above steps, the order of steps (3) to (4) and steps (5) to (6) is not sequential and may be interchanged.
Further, the dynamic bias error Vr of the bridge signal is calculated in the step (4)0The specific steps of (θ) are as follows: firstly, filtering the bridge signals obtained in the step (3) according to the acquisition time sequence by adopting a wavelet filtering method, then averaging the filtered bridge signals with the same tire rotation angle, and recording the average as Vr0Then there is a corresponding offset error Vr for each value of the tire rotation angle theta0(θ)。
Further, the bridge signal Vr after the current division is calculated in the step (6)1The specific steps of (θ) are as follows: firstly, filtering the bridge signals obtained in the step (5) according to the acquisition time sequence by adopting a wavelet filtering method, then averaging the filtered bridge signals with the same tire rotation angle, and recording the average as Vr1Then there is a corresponding Vr for each value of the tire rotation angle theta1(θ)。
Further, the specific steps of calculating the scale correction factor k (θ) in step (7) are as follows:
firstly, calculating the equivalent resistance R' of the bridge arm when the shunt resistance is connected,
Figure GDA0003003186820000031
wherein R isgFor resistance values, R, at which the bridge arm is not stressed when the shunt resistor is disconnectedsAs a resistance value of the additional shunt resistor,
secondly, calculating the theoretical change value Vr' of the bridge signal after the shunt resistor is connected,
Figure GDA0003003186820000032
finally, a proportional correction factor k (theta) is calculated,
Figure GDA0003003186820000041
wherein Vr0(theta) and Vr1(theta) is the dynamic offset error of the bridge signal obtained in the step (4) and the split bridge signal obtained in the step (6) respectively, because Vr0(theta) and Vr1(θ) is related to θ, so for each value of tire rotation angle θ, there is a corresponding k (θ).
Compared with the prior art, the invention has the advantages that: the invention utilizes the tire rotation angle encoder of the wheel force sensor to synchronously test the resistance strain bridge signal of the wheel force sensor and the angle signal of the tire rotation angle encoder, obtains the correction parameter related to the tire rotation angle through dynamic offset error correction and dynamic shunt correction, and eliminates the transmission error of the bridge signal of the wheel force sensor caused by the dynamic contact resistance of the slip ring and the resistance of the lead wire.
The important invention point of the invention is that the correction system and the method take the dynamic influence of the tire rotation angle on the transmission error into consideration, and improve the correction precision compared with the existing static correction method. Meanwhile, the correction system and the correction method utilize the angle sensor of the wheel force sensor, do not need to change the structure of the original sensor, and are convenient to use.
Drawings
FIG. 1 is a block diagram of the system of the present invention;
FIG. 2 is a schematic diagram of the circuit of the present invention;
FIG. 3 is a flow chart of the method of the present invention.
Detailed Description
The invention is further elucidated with reference to the drawings and the detailed description. The described embodiments of the present invention are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, other embodiments obtained by a person of ordinary skill in the art without any creative effort belong to the protection scope of the present invention.
Referring to fig. 1, a slip ring type wheel force sensor dynamic transmission error correction system includes an upper computer, a data acquisition controller, a strain/bridge input module, a digital signal input module, a lithium battery, and a wheel force sensor to be corrected; the wheel force sensor to be corrected is a resistance strain type wheel force sensor, is provided with an equal-arm full-bridge circuit consisting of a plurality of strain resistors, and transmits a resistance strain bridge signal through a slip ring; the wheel force sensor to be corrected is provided with a tire rotation angle encoder for testing the rotation angle of the tire; the upper computer is connected with the data acquisition controller through a network port to realize data acquisition and upper computer control; the strain/bridge input module is connected to a resistance strain bridge circuit of a wheel force sensor through a slip ring and comprises a power supply positive channel Ve+Power supply negative channel Ve-Bridge output signal positive channel Vo+Output signal negative channel Vo of bridge-The power supply is realized as a bridge circuit and bridge signals are acquired; the digital signal input module is connected to a tire rotation angle encoder of the wheel force sensor and used for acquiring tire rotation angle signals; the lithium battery supplies power for the data acquisition controller.
The data acquisition controller is an NI compact RIO integrated controller NI cRIO-9033, the strain/bridge input module is a 4-channel C-series strain/bridge input module of an NI 9237 model, and the digital signal input module is a 6-channel C-series digital module of an NI 9411 model. Built-in shunt resistor R of NI 9237 modulesThe connection and disconnection of the module can be controlled by software, and when the module is controlled to be in a connection state, the shunt resistor R in the modulesConnected in parallel to one arm of the strain bridge of the wheel force sensor, and when the strain bridge is controlled to be in an off state, the shunt resistor R in the modulesDoes not participate in the circuit connection.
The system synchronously tests the resistance strain bridge signal Vr of the wheel force sensor and the angle signal theta of the tire rotation angle encoder, wherein
Figure GDA0003003186820000051
Ve is the power supply voltage of the strain/bridge input module to the bridge, Vo is the bridge output voltage collected by the strain/bridge input module, and theta is an angle signal in the range of 0-2 pi.
As shown in FIG. 2, the strain/bridge input module is connected to the resistance strain bridge circuit of the wheel force sensor through a slip ring, and comprises a positive power channel Ve+Power supply negative channel Ve-Bridge output signal positive channel Vo+Output signal negative channel Vo of bridge-；Ve+And Ve-Realize the power supply of the electric bridge, Vo+And Vo-Effecting a bridge measurement, Ve-And Vo-Software controllable shunt resistor R is arranged betweens. In the bridge signal transmission channel, there is a wire resistance RlDynamic contact resistance R with slip ringcSlip ring dynamic contact resistance R of different channelscDifferent are each Rc1～Rc4. The invention provides a method for correcting dynamic transmission errors of a slip ring type wheel force sensor, which is characterized in that a wire resistor R is eliminated through dynamic offset error correction and dynamic shunt correctionlDynamic contact resistance R with slip ringcResulting in errors in the dynamic transmission of the wheel force sensor.
Referring to fig. 3, a method for correcting a dynamic transmission error of a slip-ring wheel force sensor specifically includes the following steps:
(1) system hardware connection, resistance strain bridge circuit connecting the strain/bridge input module to wheel force sensor through slip ring channel, comprising power positive channel Ve+Power supply negative channel Ve-Bridge output signal positive channel Vo+Output signal negative channel Vo of bridge-The digital signal input module is connected to a tire rotation angle encoder of a wheel force sensor, and the data acquisition controller is connected with an upper computer through a network cable and supplies power to the system;
(2) adjusting the posture and the stress state of the wheel force sensor to enable the force/moment of the channel to be corrected to be zero;
(3) performing dynamic bias error correction, disconnecting shunt resistor R of strain/bridge input modulesSlowly rotating the slip ring for a plurality of circles, and synchronously recording the rotation angle of the tire and the electric bridge signal;
(4) calculating dynamic bias error Vr of electric bridge signal0(theta), firstly, filtering the bridge signals obtained in the step (3) according to the acquisition time sequence by adopting a wavelet filtering method, then averaging the filtered bridge signals with the same tire rotation angle, and recording the average as Vr0Then there is a corresponding offset error Vr for each value of the tire rotation angle theta0(θ)；
(5) Performing dynamic shunt correction to disconnect the shunt resistor R of the strain/bridge input modulesSlowly rotating the slip ring for a plurality of circles, and synchronously recording the rotation angle of the tire and the electric bridge signal;
(6) calculate bridge signal Vr after shunting1(theta), firstly, filtering the bridge signals obtained in the step (5) according to the acquisition time sequence by adopting a wavelet filtering method, then averaging the filtered bridge signals with the same tire rotation angle, and recording the average as Vr1Then there is a corresponding Vr for each value of the tire rotation angle theta1(θ)；
(7) Calculating a proportional correction factor k (theta), firstly calculating the equivalent resistance R' of the bridge arm when the shunt resistance is connected,
Figure GDA0003003186820000061
wherein R isgFor resistance values, R, at which the bridge arm is not stressed when the shunt resistor is disconnectedsAs a resistance value of the additional shunt resistor,
secondly, calculating the theoretical change value Vr' of the bridge signal after the shunt resistor is connected,
Figure GDA0003003186820000071
finally, a proportional correction factor k (theta) is calculated,
Figure GDA0003003186820000072
wherein Vr0(theta) and Vr1(theta) is the dynamic offset error of the bridge signal obtained in the step (4) and the split bridge signal obtained in the step (6) respectively, because Vr0(theta) and Vr1(θ) is related to θ, so for each value of tire rotation angle θ, there is a corresponding k (θ);
(8) establishing a nonlinear mathematical model of a proportional correction factor k (theta) and a tire rotation angle theta by applying a support vector machine method, and taking a model predicted value as a new proportional correction factor k1(θ)；
(9) After the correction process is finished, the bridge signal Vr and the angle signal theta measured in the test are substituted into the correction parameters, and the corrected bridge signal Vr is calculatedcThe calculation method is
Vrc＝k1(θ)·(Vr-Vr0(θ))，
Wherein Vr0(theta) and k1(theta) respectively using the bridge signal Vr after correction for the dynamic bias error of the bridge signal obtained in the step (4) and the scale correction factor obtained in the step (8)cWheel force analysis calculation is carried out instead of the original bridge signal Vr, and then correction is completed;
in the above steps, the order of steps (3) to (4) and steps (5) to (6) is not sequential and may be interchanged.

Claims (4)

1. A correction method of a slip ring type wheel force sensor dynamic transmission error correction system is characterized by comprising the following steps:
(1) the system is connected with hardware and supplies power to the system;
(2) adjusting the posture and the stress state of the wheel force sensor to enable the force/moment of the channel to be corrected to be zero;
(3) dynamic bias error correction, disconnection of strain/bridge input modeShunt resistance R of the blocksSlowly rotating the slip ring for a plurality of circles, and synchronously recording the rotation angle of the tire and the electric bridge signal;
(4) calculating dynamic bias error Vr of electric bridge signal0(θ)；
(5) Shunt resistor R for dynamic shunt correction and connection of strain/bridge input modulesSlowly rotating the slip ring for a plurality of circles, and synchronously recording the rotation angle of the tire and the electric bridge signal;
(6) calculate bridge signal Vr after shunting1(θ)；
(7) Calculating a proportional correction factor k (theta);
(8) establishing a nonlinear mathematical model of a proportional correction factor k (theta) and a tire rotation angle theta by applying a support vector machine method, and taking a model predicted value as a new proportional correction factor k1(θ)；
(9) After the correction process is finished, the bridge signal Vr and the angle signal theta measured in the test are substituted into the correction parameters, and the corrected bridge signal Vr is calculatedcThe calculation method is
Vrc＝k1(θ)·(Vr-Vr0(θ))，
Wherein Vr0(theta) and k1(theta) respectively using the bridge signal Vr after correction for the dynamic bias error of the bridge signal obtained in the step (4) and the scale correction factor obtained in the step (8)cWheel force analysis calculation is carried out instead of the original bridge signal Vr, and then correction is completed;
the slip ring type wheel force sensor dynamic transmission error correction system comprises an upper computer, a data acquisition controller, a strain/bridge input module, a digital signal input module, a lithium battery and a wheel force sensor to be corrected; the upper computer, the strain/bridge input module, the digital signal input module and the lithium battery are all connected with the data acquisition controller, and the strain/bridge input module is connected to a resistance-type strain bridge of the wheel force sensor to be corrected through a slip ring to supply power for a bridge circuit and acquire bridge signals; the digital signal input module is connected to a tire rotation angle encoder of the wheel force sensor to be corrected and used for acquiring a tire rotation angle signal; the lithium battery supplies power to the data acquisition controller; and a shunt resistor is arranged in the strain/bridge input module.
2. The method for correcting error correction system of dynamic transmission of slip-ring wheel force sensor as claimed in claim 1, wherein the step (4) of calculating dynamic offset error Vr of bridge signal0The specific steps of (θ) are as follows: firstly, filtering the bridge signals obtained in the step (3) according to the acquisition time sequence by adopting a wavelet filtering method, then averaging the filtered bridge signals with the same tire rotation angle, and recording the average as Vr0Then there is a corresponding offset error Vr for each value of the tire rotation angle theta0(θ)。
3. The method for correcting the slip-ring type wheel force sensor dynamic transmission error correction system as claimed in claim 1, wherein the step (6) is performed by calculating the divided bridge signal Vr1The specific steps of (θ) are as follows: firstly, filtering the bridge signals obtained in the step (5) according to the acquisition time sequence by adopting a wavelet filtering method, then averaging the filtered bridge signals with the same tire rotation angle, and recording the average as Vr1Then there is a corresponding Vr for each value of the tire rotation angle theta1(θ)。
4. The method for correcting the slip-ring wheel force sensor dynamic transmission error correction system according to claim 1, wherein the specific step of calculating the proportional correction factor k (θ) in the step (7) is as follows:
firstly, when the shunt resistance is connected, the equivalent resistance R' of the bridge arm where the shunt resistance is positioned is calculated,
Figure FDA0003054333380000021
wherein R isgFor resistance values, R, in which the bridge arms are not stressed when the shunt resistance is switched offsAs a resistance value of the additional shunt resistor,
secondly, calculating the theoretical change value Vr' of the bridge signal after the shunt resistor is connected,
Figure FDA0003054333380000022
finally, a proportional correction factor k (theta) is calculated,
Figure FDA0003054333380000023
wherein Vr0(theta) and Vr1(theta) is the dynamic offset error of the bridge signal obtained in the step (4) and the split bridge signal obtained in the step (6) respectively, because Vr0(theta) and Vr1(θ) is related to θ, so for each value of tire rotation angle θ, there is a corresponding k (θ).
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