CN111717299A - Vehicle self-stabilizing cockpit and control system and method based on cockpit - Google Patents
Vehicle self-stabilizing cockpit and control system and method based on cockpit Download PDFInfo
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- CN111717299A CN111717299A CN202010515390.1A CN202010515390A CN111717299A CN 111717299 A CN111717299 A CN 111717299A CN 202010515390 A CN202010515390 A CN 202010515390A CN 111717299 A CN111717299 A CN 111717299A
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- 238000000034 method Methods 0.000 title claims abstract description 17
- 238000005096 rolling process Methods 0.000 claims abstract description 13
- 238000004364 calculation method Methods 0.000 claims description 28
- 238000011105 stabilization Methods 0.000 claims description 28
- 230000007246 mechanism Effects 0.000 claims description 27
- 230000005540 biological transmission Effects 0.000 claims description 22
- 230000033001 locomotion Effects 0.000 claims description 9
- 238000013461 design Methods 0.000 claims description 7
- 238000012937 correction Methods 0.000 claims description 5
- 238000010276 construction Methods 0.000 claims 1
- 230000008859 change Effects 0.000 abstract description 2
- 230000036544 posture Effects 0.000 abstract 1
- 238000012546 transfer Methods 0.000 description 8
- 239000000725 suspension Substances 0.000 description 5
- 230000008569 process Effects 0.000 description 4
- 238000011156 evaluation Methods 0.000 description 3
- 230000009467 reduction Effects 0.000 description 2
- 239000003381 stabilizer Substances 0.000 description 2
- 238000005299 abrasion Methods 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 108010066057 cabin-1 Proteins 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000002708 enhancing effect Effects 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000006641 stabilisation Effects 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D33/00—Superstructures for load-carrying vehicles
- B62D33/06—Drivers' cabs
- B62D33/063—Drivers' cabs movable from one position into at least one other position, e.g. tiltable, pivotable about a vertical axis, displaceable from one side of the vehicle to the other
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/02—Control of vehicle driving stability
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
- B60W2050/0019—Control system elements or transfer functions
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Human Computer Interaction (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The invention belongs to the field of vehicles, and particularly relates to a vehicle self-stabilizing cockpit, and a control system and method based on the cockpit. The system comprises a cockpit with rotation freedom degrees in pitching and rolling directions, a cockpit carrier, two groups of motors and motor controllers, wherein the motors and the motor controllers are used for respectively controlling the postures of the cockpit in the pitching and rolling directions; force sensors are arranged on the tires, and roll and pitch angular velocity sensors are arranged on the cockpit. The attitude of the cockpit is adjusted in real time through the motor, the overlarge angle change of the tilting and pitching of the cockpit is avoided, the influence of road surface bumping on the cockpit is greatly reduced, and the adaptability of a driver to a complex off-road surface is improved; and the stability control function of the self-stabilizing cockpit is realized through the worm gear and the worm.
Description
Technical Field
The invention belongs to the field of vehicles, and particularly relates to a vehicle self-stabilizing cockpit, and a control system and method based on the cockpit.
Background
The most important performance requirement of off-road special vehicles is the ability to traverse rough off-road surfaces at high speeds. When the off-road special vehicle runs on an uneven road surface at a high speed, the rolling and pitching motions are generated, the control capability of a driver is seriously influenced by the overlarge rolling and pitching motions, and even the judgment error of the driver is caused, so that the off-road special vehicle cannot exert the off-road mobility due to the great reduction of the physical or psychological safety feeling of the driver, and the task completion efficiency of the off-road special vehicle is seriously reduced. At present, the off-road maneuvering performance of the vehicle is improved mainly by optimizing a suspension or stabilizer bar system on the off-road vehicle, but the improvement of the performance of the suspension and stabilizer bar system is limited by control stroke and moment capacity, the rolling and pitching of a vehicle body can be reduced only to a certain extent, and the severe running working condition that the vehicle is greatly rolled and pitched is difficult to deal with is difficult. Therefore, the innovative design of the self-stabilizing cockpit system of the off-road special vehicle can eliminate the influence of the roll and pitch of the vehicle on the operation capability of a driver, thereby fully exerting the adaptability of the off-road special vehicle to the severe off-road surface.
The invention discloses an aerial work vehicle with a self-stabilizing system and a self-stabilizing control method thereof (application number: CN201610938477.3, published as 2017.05.10), and discloses an aerial work vehicle with a self-stabilizing system and a self-stabilizing control method thereof. The system controls the movement of the balance weight through the feedback of each sensor so that the balance weight generates a stable moment. However, the self-stabilization system has problems: the response speed of the balance weight is slow, and the balance weight cannot cope with the body movement of the high-mobility off-road special vehicle.
In summary, the prior art has the following problems: the self-stabilizing system is designed aiming at the gravity center change caused by the lifting process of the high-altitude operation vehicle, cannot adapt to the control requirements of the high-mobility off-road special vehicle on the roll and pitch motion caused by high-speed mobility, and cannot meet the control requirements in real time.
Disclosure of Invention
The invention aims to provide a self-stabilizing cockpit of a vehicle and a control system and method based on the cockpit.
The technical solution for realizing the purpose of the invention is as follows: a vehicle self-stabilization cockpit comprises a cockpit and a cockpit carrier, wherein the cockpit has rotation freedom degrees in pitching and rolling directions;
the cockpit itself has a rotational degree of freedom in the pitch direction, and the cockpit carrier provides the cockpit with a rotational degree of freedom in the roll direction.
Furthermore, the device also comprises a pitching control mechanism for realizing the control of the rotation freedom degree of the pitching direction of the cockpit and a rolling control mechanism for realizing the control of the rotation freedom degree of the rolling direction of the cockpit.
Furthermore, the pitching control mechanism comprises a pitching motor controller, a first worm gear transmission mechanism with a self-locking function and a pitching control motor;
the pitching control motor is connected with the cockpit through a first worm gear transmission mechanism capable of realizing a one-way self-locking function, and the pitching motor controller is used for controlling the pitching control motor.
Furthermore, the roll control mechanism comprises a roll motor controller, a second worm gear transmission mechanism with a self-locking function and a roll control motor;
the side-tipping control motor is connected with the cockpit supporting body through a second worm gear transmission mechanism capable of realizing a one-way self-locking function, and the side-tipping motor controller is used for controlling the side-tipping control motor.
Further, the number of heads z of the worms of the first and second worm gears 11 and the lead angle on the cylindrical worm meets the condition that gamma is less than or equal to 3 degrees and 30 degrees.
Further, the cockpit and the cockpit carrying body, and the cockpit carrying body and the vehicle body are connected by using bearings.
Furthermore, the self-stabilizing cockpit is of a symmetrical structure, so that movement interference in the adjusting process is avoided.
A control system based on the cockpit is characterized in that a force sensor is arranged on a tire of a vehicle, and a roll and pitch angle speed sensor is arranged on the cockpit, so that vehicle parameter input is provided for a self-stabilization control system;
the control system comprises a control threshold calculation module, a self-stabilization control module and an execution motor module;
the control threshold calculation module takes the vertical forces of the four tires as input quantity and obtains a control threshold Flag through analysis and calculation according to the vertical forces of the four tires;
the self-stabilization control module takes a control threshold Flag and the dynamic parameters of the cockpit as input, designs a control algorithm by combining a dynamic equation of the cockpit, and outputs a correction torque T of the attitude of the cockpit;
the executing motor module comprises a pitching motor controller, a first worm gear transmission mechanism, a pitching control motor, a second worm gear transmission mechanism, a side-tipping motor controller and a side-tipping control motor.
A method for self-stabilization control by using the control system comprises the following steps:
step (1): the force sensors on the vehicle tires provide vertical forces of the four tires for the control threshold calculation module, and the control threshold calculation module obtains a control threshold Flag through analysis and calculation according to the vertical forces of the four tires;
step (2): the self-stabilization control module takes a control threshold Flag and the dynamic parameters of the cockpit as input, designs a control algorithm by combining a dynamic equation of the cockpit, and outputs a correction torque T of the attitude of the cockpit;
and (3): and finally, the pitching motor controller and the side-tipping motor controller control the pitching control motor and the side-tipping control motor to drive the worm gear transmission mechanism to correct the attitude of the cockpit in real time.
Further, when Flag is equal to 0, the self-stabilization control module does not work, and the pitching control motor and the rolling control motor do not generate acting force on the cockpit; and when the Flag is 1, the self-stabilization control module works, and the pitching control motor and the rolling control motor correct the attitude of the cockpit in real time.
Compared with the prior art, the invention has the remarkable advantages that:
(1) the maneuverability is high: the prior art improves the off-road mobility of a vehicle through a suspension system, but the lifting of the suspension system is limited by the control stroke and the torque capacity of the suspension. The self-stabilizing cockpit system adjusts the attitude of the cockpit in real time through the motor, and avoids overlarge angle changes of heeling and pitching of the cockpit, thereby greatly reducing the influence of road bumping on the cockpit, improving the adaptability of a driver to a complex cross-country road surface, being particularly beneficial to the driver to exert the dynamic property of the cross-country special vehicle to a greater extent and enhancing the cross-country maneuverability of the cross-country special vehicle.
(2) The reliability is high: the self-stabilizing cockpit system utilizes a motor to drive a worm gear with a unidirectional self-locking function to adjust the attitude of the cockpit in real time. When a vehicle runs on a good road surface, the unidirectional self-locking function of the worm gear and the worm ensures that the self-stabilizing cockpit system is not influenced by conditions such as road surface jolt and the like, and the self-stabilizing control does not work; when the vehicle runs on a cross-country complex road surface, the self-stabilization cockpit system judges that the vehicle state exceeds a preset threshold value, the self-stabilization control starts to work, and the stabilization control function of the self-stabilization cockpit is realized through the worm and gear. The innovative design scheme can reduce the abrasion of mechanisms in the self-stabilizing cockpit system and increase the reliability and safety of the system.
Drawings
FIG. 1 is a three-dimensional schematic view of a self-stabilizing cockpit of a special off-road vehicle according to the present invention.
FIG. 2 is a schematic plan view of a self-stabilizing cockpit of the off-road special vehicle of the present invention; wherein, the drawing (a) is a partial enlarged view of the drawing (b), the drawing (b) is a top view, and the drawing (c) is a front view.
Fig. 3 is a schematic diagram of the operation of the control system of the present invention.
Fig. 4 is a control threshold calculation schematic of the control system of the present invention.
Description of reference numerals:
the control system comprises a control cabin, a vehicle body, a control cabin carrier, a pitch motor controller, a first worm and gear transmission mechanism, a pitch control motor, a second worm and gear transmission mechanism, a pitch motor controller and a pitch motor controller, wherein the control cabin is 1-a control cabin, the vehicle body is 2-a control cabin carrier, the pitch motor controller is 4-the pitch motor controller, the pitch motor transmission mechanism is 5-a first worm and gear transmission mechanism, the.
Detailed Description
The present invention is described in further detail below with reference to the attached drawing figures.
As shown in figure 1, the self-stabilizing cockpit system of the off-road special vehicle comprises a cockpit 1 with rotation freedom degrees in pitching and rolling directions, a cockpit carrier 3, motors 6 and 9 and motor controllers 4 and 8. The pitching control motor 6 is connected with the cockpit 1 through a worm gear transmission mechanism 5 capable of realizing a self-locking function, the side-tipping control motor 8 is connected with the cockpit bearing body 3 through a worm gear transmission mechanism 7, and the cockpit 1 is connected with the cockpit bearing body 3 and the cockpit bearing body 3 is connected with the vehicle body 2 through bearings.
Because the self-stabilization cockpit system of the cross-country special vehicle requires that the cockpit 1 can adjust the posture of the self in real time, the self-stabilization cockpit 1 is designed to be of a symmetrical structure, and the movement interference in the adjusting process is avoided. The cabin 1 itself has a rotational freedom in the pitch direction and the cabin carrier 3 provides the cabin with a rotational freedom in the roll direction.
The worm and worm gear transmission mechanisms 5 and 7 have a self-locking function, and the number z of heads of the worms 11 and the lead angle on the cylindrical worm meets the condition that gamma is less than or equal to 3 degrees and 30 degrees. When the self-stabilization control motor does not work, the cockpit 1 is connected withCockpit supporting body 3 and cockpit supporting body 3 rely on the one-way auto-lock characteristic of worm gear to fix with automobile body 2, prevent that cross-country special type vehicle from going the in-process on good road surface, because acceleration, speed reduction or turn to lead to that the gesture of cockpit 1 and automobile body 2 is asynchronous, take place autogyration, influence the driving experience on good road surface.
The working principle of the self-stabilization control of the system is shown in fig. 2, and the system mainly comprises three modules: the device comprises a control threshold calculation module, a self-stabilization control module and an execution motor module. Firstly, a tire acting force sensor of the off-road special vehicle provides vertical forces of four tires for a control threshold value calculation module of a self-stabilizing cockpit system of the off-road special vehicle. And the control threshold value calculation module analyzes and calculates the control threshold value Flag according to the vertical forces of the four tires. The control threshold value Flag is used as an operating switch of the self-stabilization control module, when the Flag is equal to 0, the self-stabilization control module does not work, the motors 6 and 9 do not generate acting force on the cockpit 1, when the Flag is equal to 1, the self-stabilization control module works, and the motors 6 and 9 correct the posture of the cockpit 1 in real time. The self-stabilization control module takes a control threshold Flag and the dynamic parameters of the cockpit 1 as input, and combines a dynamic equation of the cockpit 1 to design a control algorithm and output the correction torque T of the attitude of the cockpit 1. And finally, controlling the motors 6 and 9 by the motor controllers 4 and 8 to drive the worm and gear transmission mechanisms 5 and 7 to correct the attitude of the cockpit 1 in real time.
Specifically, the calculation and analysis manner of the control threshold Flag in the control threshold calculation module of fig. 2 is shown in fig. 3. Fig. 3 is an example of calculation of a roll attitude control threshold, which is mainly divided into two parts, namely calculation of a Lateral load Transfer Ratio LTR (Lateral-load Transfer Ratio) value as a vehicle roll stability indicator and analysis and judgment of a tire vertical force itself. The lateral load transfer rate LTR of the vehicle roll stability index is a value for measuring a rollover critical point in the vehicle motion process, and the calculation formula is as follows:
in the formula, FzrFor vertical loading of the outboard tire, FzlThe inboard tire vertical load. Value region of LTRIs [ 1, 1 ] or]. When LTR is equal to 0, the loads of the left and right wheels are equal, and the vehicle cannot roll over; when LTR is ± 1, the vehicle-side wheel load is zero, and rollover occurs. Therefore, rollover threshold value LTR ═ k · LTR can be determinedmaxWherein k is the safety factor, LTRmax± 1. When LTR is used>LTR, Flag1 is 1, otherwise Flag1 is 0.
However, the limit value ± 1 of LTR can only represent that the one-side wheel load is zero, and cannot represent a case where two or more or non-same-side tire loads are zero. For example, when the loads of the four tires are all zero, the denominator of the LTR calculation formula is zero, and calculation cannot be performed. Therefore, the control threshold calculation module also introduces a step of directly evaluating the four tire loads respectively, and the steps are combined with LTR analysis to jointly determine the output of the control threshold module.
The direct tire load evaluation specifically means that when one of the four tires is 0, the output Flag2 is 1, and otherwise, the output Flag2 is 0. And finally, combining the two evaluation indexes: when Flag1+ Flag2>0, Flag is 1, otherwise Flag is 0. Namely, when only one of the two evaluation indexes meets the control requirement, a working instruction is input to the self-stabilization control module.
The pitch attitude control method and the roll attitude control method of the self-stabilizing cockpit system are similar, and the main difference is that the calculation modes of the load transfer rate in the control threshold calculation module are different: the Lateral load Transfer rate LTR (Lateral-load Transfer rate) is used by the roll attitude control threshold calculation module; the pitch attitude control threshold calculation module uses a Longitudinal-load Transfer rate LTR (Longitudinal-load Transfer Ratio).
Claims (10)
1. A vehicle self-stabilizing cockpit is characterized by comprising a cockpit (1) with rotation freedom degrees in pitching and rolling directions and a cockpit carrier (3);
the cockpit (1) itself has a rotational degree of freedom in the pitch direction, and the cockpit carrier (3) provides the cockpit with a rotational degree of freedom in the roll direction.
2. The cab of claim 1, further comprising pitch control means for effecting control of the degree of freedom of rotation of the cab in a pitch direction and roll control means for effecting control of the degree of freedom of rotation of the cab in a roll direction.
3. The cockpit of claim 2, where the pitch control mechanism comprises a pitch motor controller (4), a first worm gear transmission (5) with self-locking function and a pitch control motor (6);
the pitching control motor (6) is connected with the cockpit (1) through a first worm gear transmission mechanism (5) capable of realizing a one-way self-locking function, and the pitching motor controller (4) is used for controlling the pitching control motor (6).
4. The cockpit of claim 3, characterized in that the roll control mechanism comprises a roll motor controller (8), a second worm gear transmission (7) with self-locking function and a roll control motor (9);
the side-tipping control motor (9) is connected with the cockpit bearing body (3) through a second worm gear transmission mechanism (7) capable of realizing a one-way self-locking function, and the side-tipping motor controller (8) is used for controlling the side-tipping control motor (9).
5. Cabin according to claim 4, wherein the number of heads of the worms of the first and second worm gear, z, is11 and the lead angle on the cylindrical worm meets the condition that gamma is less than or equal to 3 degrees and 30 degrees.
6. The cockpit according to claim 4, where bearings are used between the cockpit (1) and the cockpit carrier (3) and between the cockpit carrier (3) and the body (2).
7. The cabin according to claim 1, characterized in that the self-stabilizing cabin (1) is of a symmetrical construction, avoiding movement interferences during adjustment.
8. A control system for a cockpit according to any of claims 1-7 where force sensors are provided on the vehicle's tires and roll and pitch rate sensors are provided on the cockpit (1) to provide vehicle parameter inputs to the self-stabilizing control system;
the control system comprises a control threshold calculation module, a self-stabilization control module and an execution motor module;
the control threshold calculation module takes the vertical forces of the four tires as input quantity and obtains a control threshold Flag through analysis and calculation according to the vertical forces of the four tires;
the self-stabilization control module takes a control threshold Flag and the dynamic parameters of the cockpit (1) as input, designs a control algorithm by combining a dynamic equation of the cockpit (1), and outputs a correction torque T of the attitude of the cockpit (1);
the executing motor module comprises a pitching motor controller (4), a first worm gear transmission mechanism (5), a pitching control motor (6), a second worm gear transmission mechanism (7), a side-tipping motor controller (8) and a side-tipping control motor (9).
9. A method of self-stabilization control using the control system of claim 8, comprising the steps of:
step (1): the force sensors on the vehicle tires provide vertical forces of the four tires for the control threshold calculation module, and the control threshold calculation module obtains a control threshold Flag through analysis and calculation according to the vertical forces of the four tires;
step (2): the self-stabilization control module takes a control threshold Flag and the dynamic parameters of the cockpit (1) as input, designs a control algorithm by combining a dynamic equation of the cockpit (1), and outputs a correction torque T of the attitude of the cockpit (1);
and (3): and finally, the pitching motor controller (4) and the side-tipping motor controller (8) control the pitching control motor (6) and the side-tipping control motor (9) to drive the worm gear transmission mechanism to correct the attitude of the cockpit (1) in real time.
10. Method according to claim 9, characterized in that the self-stabilizing control module is not active when Flag is 0, the pitch control motor (6) and the roll control motor (9) do not generate forces on the cabin (1); when the Flag is equal to 1, the self-stabilization control module works, and the pitching control motor (6) and the rolling control motor (9) correct the posture of the cockpit (1) in real time.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010515390.1A CN111717299A (en) | 2020-06-09 | 2020-06-09 | Vehicle self-stabilizing cockpit and control system and method based on cockpit |
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| CN202010515390.1A CN111717299A (en) | 2020-06-09 | 2020-06-09 | Vehicle self-stabilizing cockpit and control system and method based on cockpit |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116788511A (en) * | 2023-05-04 | 2023-09-22 | 南京理工大学 | Multi-channel interactive human-computer cooperative combat aircraft cabin and application method thereof |
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Application publication date: 20200929 |