Support adjustment system, method, device, medium and product for vehicle display screen

Abstract

The application provides a support adjustment system, method, equipment, medium and product of a vehicle-mounted display screen, and belongs to the technical field of intelligent cockpits. The system comprises a support mechanism, a state acquisition component and a support adjustment device. The support adjustment device is configured to: acquire a first target pose of the vehicle-mounted display screen in real time; determine a first overall rigidity matrix of the support mechanism according to a real-time joint pose of the support mechanism; determine an end displacement deviation of the vehicle-mounted display screen based on real-time acceleration of the vehicle-mounted display screen and the first overall rigidity matrix; correct the first target pose based on the end displacement deviation to obtain a second target pose; and control the support mechanism to drive the vehicle-mounted display screen to perform pose adjustment according to the second target pose. The application performs inverse motion compensation based on the overall rigidity matrix and real-time impact acceleration, effectively offsets the end vibration, and improves the adjustment stability and safety of the vehicle-mounted display screen.

Description

Technical Field

[0001] This application relates to the field of intelligent vehicle technology, and in particular to a support and adjustment system, method, device, medium and product for an in-vehicle display screen. Background Technology

[0002] With the rapid development of intelligent vehicles, in-vehicle displays, as the core interactive interface for infotainment and vehicle control, are becoming increasingly important. Traditional in-vehicle displays are mostly fixed or have only limited adjustable angles, failing to meet the optimal viewing and operation needs of different seats and occupants (such as front and rear passengers) in diverse seating postures and scenarios. In the limited space of the cockpit, how to achieve a wide range of flexible and stable adjustments to the display, cleverly store it away when not in use to save space, and simultaneously meet the human-machine interaction needs from multiple perspectives, is the overall technical requirement facing current intelligent cockpit design.

[0003] To meet these requirements, existing technologies typically employ multi-degree-of-freedom robotic arm systems as support and adjustment devices for vehicle-mounted displays. Regarding related operational control, most existing technologies utilize kinematic position-level control algorithms. This means that upon receiving a position adjustment command, the target operating angle of each joint is calculated using forward and inverse kinematics algorithms, and the relevant mechanisms are directly driven to a preset fixed posture.

[0004] However, existing support adjustment devices and their control algorithms have significant limitations and cannot meet the requirements for stable use of displays in smart cockpits. The architecture of existing control algorithms is primarily designed for ideal rigid body models and static environments. When a vehicle experiences real-time dynamic impacts from acceleration, deceleration, and terrain during operation, the entire structure undergoes complex flexible deformations. Existing algorithms based on pure kinematic position cannot effectively quantify and assess the actual physical deviations caused by these flexible deformations, resulting in noticeable shaking and trajectory deviations of the in-vehicle display during use. Summary of the Invention

[0005] This application provides a support and adjustment system, method, device, medium, and product for an in-vehicle display screen, aiming to solve the problem that the architecture of existing control algorithms cannot effectively quantify and evaluate the actual physical deviations caused by flexible deformation, resulting in obvious shaking and trajectory deviation of the in-vehicle display screen during use.

[0006] In a first aspect, this application provides a support adjustment system for an in-vehicle display screen, including: a support mechanism (110), a status acquisition component and a support adjustment device, wherein the support adjustment device is signal-connected to the status acquisition component and the support mechanism (110), and the status acquisition component acquires the real-time joint pose of the support mechanism (110) and the real-time acceleration of the in-vehicle display screen (150). Support adjustment device, including: The target pose acquisition module (210) is used to acquire the first target pose of the vehicle display screen (150) in real time; The whole machine stiffness matrix determination module (220) is used to determine the first whole machine stiffness matrix of the support mechanism (110) based on the real-time joint pose of the support mechanism (110); The displacement deviation determination module (230) is used to determine the end displacement deviation of the vehicle display screen (150) based on the real-time acceleration of the vehicle display screen (150) and the first overall stiffness matrix; The correction module (240) is used to correct the first target pose based on the end displacement deviation to obtain the second target pose; The control module (250) is used to drive the vehicle display screen (150) to adjust the pose according to the second target pose control support mechanism (110).

[0007] As one embodiment, the displacement deviation determination module (230) includes: The whole machine load determination unit (231) is used to determine the end load force of the vehicle display screen (150) based on the mass parameters and real-time acceleration of the vehicle display screen (150), and map the end load force to the whole machine load vector; Solver (232) is used to solve the displacement vector of the whole machine by using the finite element equilibrium equation, based on the support constraint conditions of the support mechanism (110), the load vector of the whole machine and the first stiffness matrix of the whole machine; Extraction unit (233) is used to extract the end displacement component of the vehicle display screen (150) from the overall displacement vector as the end displacement deviation of the vehicle display screen (150).

[0008] As one embodiment, the overall stiffness matrix determination module (220) includes: The query unit (221) is used to search for the joint angle sequence interval to which the real-time joint pose belongs in the whole machine stiffness matrix database; Interpolation unit (222) is used to perform interpolation calculation based on the second overall stiffness matrix associated with the joint angle sequence interval to obtain the first overall stiffness matrix of the support mechanism (110).

[0009] As one embodiment, the support adjustment device also includes a collision detection module (270). The collision detection module (270) includes: Theoretical end pose determination unit (271) is used to determine the theoretical end pose of the vehicle display screen (150) at the next moment based on the second target pose; The distance determination unit (272) is used to acquire point cloud data of obstacles in the vehicle interior space and determine the minimum distance between the theoretical end pose and the point cloud data; Furthermore, when the minimum distance is greater than or equal to the safe distance threshold, the control module drives the vehicle display screen (150) to adjust the posture according to the second target posture control support mechanism (110); The control module is also used to send an emergency stop command to the vehicle display (150) when the minimum distance is less than the safe distance threshold.

[0010] As one embodiment, the target pose acquisition module (210) includes: The constraint parameter acquisition unit (211) is used to acquire kinematic constraint parameters, including maximum linear velocity, maximum acceleration and maximum jerk. The trajectory generation unit (212) is used to generate the position trajectory and attitude trajectory of the vehicle display screen (150) based on the kinematic constraint parameters and the display screen adjustment information; The discretization unit (213) is used to discretize the position trajectory and attitude trajectory according to the target time period to generate the target pose of the vehicle display screen (150) corresponding to each discretization time point.

[0011] As one embodiment, the support adjustment device also includes a whole machine stiffness matrix database construction module (260). The whole machine stiffness matrix database construction module (260) includes: The sequence acquisition unit (261) is used to acquire multiple angle sampling sequences of the support mechanism (110) based on the joint limit range of each joint module of the support mechanism (110). Each angle sampling sequence includes angle data collected synchronously from each joint module of the support mechanism (110). The matrix extraction unit (262) is used to adjust the joint pose of each joint module in the pre-built finite element model according to the angle sampling sequence, and extract the overall stiffness matrix under the joint pose. Storage unit (263) is used to associate and store each angle sampling sequence with the corresponding whole machine stiffness matrix to generate a whole machine stiffness matrix database.

[0012] Secondly, this application also provides a method for supporting and adjusting an in-vehicle display screen, comprising: The first target pose of the vehicle display screen (150) is acquired in real time; The first overall stiffness matrix of the vehicle display screen (150) is determined based on the real-time joint pose of the vehicle display screen (150). The end displacement deviation of the vehicle display screen (150) is determined based on the real-time acceleration of the vehicle display screen (150) and the first overall stiffness matrix; The first target pose is corrected based on the end displacement deviation to obtain the second target pose; The vehicle display screen (150) is driven to adjust its posture according to the second target pose control vehicle display screen (150).

[0013] Thirdly, this application also provides an electronic device, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements any of the above-mentioned methods for supporting and adjusting an in-vehicle display screen.

[0014] Fourthly, this application also provides a non-transitory computer-readable storage medium storing a computer program, which, when executed by a processor, implements any of the above-described methods for supporting and adjusting an in-vehicle display screen.

[0015] Fifthly, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements any of the above-described methods for supporting and adjusting an in-vehicle display screen.

[0016] The beneficial effects of this application are as follows: 1. This application introduces a whole-machine stiffness matrix to characterize the flexibility features, and combines real-time impact acceleration to calculate deformation deviation and perform reverse compensation, which effectively offsets the end vibration caused by the superposition of driving dynamic impact and mechanism flexible deformation, and significantly improves the stability and safety of the vehicle display screen during the adjustment process in the confined cabin space.

[0017] 2. This application adopts a trajectory planning algorithm with multiple speed and acceleration constraint parameters, which effectively avoids start-stop jerks and speed changes during the adjustment process, making the dynamic adjustment process of the vehicle display screen smoother.

[0018] 3. This application pre-constructs a stiffness matrix database covering a three-dimensional workspace, thus pre-processing the large and complex finite element simulation calculations. This ensures the engineering feasibility of the flexible deformation compensation algorithm in the computationally limited vehicle hardware environment. Furthermore, by querying the stiffness matrix database and using interpolation approximation calculations instead of the energy-intensive online finite element model iterative solution, the computational overhead of the vehicle controller is effectively reduced, ensuring a millisecond-level real-time response speed to bumps and impacts.

[0019] 4. This application introduces point cloud-based collision detection into the motion control loop of the mechanical mechanism as a feedforward prediction mechanism, which realizes early warning and proactive intervention of collisions between the motion trajectory and environmental obstacles, significantly improving the safety of use in narrow cockpit environments. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a schematic diagram of the hardware structure of the vehicle display screen support and adjustment system provided in this application; Figure 2 This is one of the structural schematic diagrams of the support and adjustment device provided in this application; Figure 3 This is the second structural schematic diagram of the support and adjustment device provided in this application; Figure 4 This is a flowchart illustrating the support and adjustment method for the vehicle-mounted display screen provided in this application; Figure 5 This is a schematic diagram of the structure of the electronic device provided in this application. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0023] It should be noted that, in the description of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. The terms "upper," "lower," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are used only for the convenience of describing this application and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed or operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly, for example, as a fixed connection, a detachable connection, or an integral connection; a mechanical connection or an electrical connection; a direct connection or an indirect connection through an intermediate medium; or a connection within two elements. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0024] The terms "first," "second," etc., used in this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class, without limiting the number of objects; for example, a first object can be one or more. Furthermore, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects have an "or" relationship.

[0025] The following description, in conjunction with the accompanying drawings, describes the support and adjustment system, method, device, medium, and product for the vehicle-mounted display screen provided in this application.

[0026] The vehicle display screen support adjustment system includes a support mechanism 110, a status acquisition component, and a support adjustment device. The support adjustment device is signal-connected to the status acquisition component and the support mechanism 110. The status acquisition component acquires the real-time joint pose of the support mechanism 110 and the real-time acceleration of the vehicle display screen. The support adjustment device is used to control the support mechanism based on the data acquired by the status acquisition component, thereby realizing the pose adjustment of the vehicle display screen.

[0027] Figure 1 This is one embodiment of a support and adjustment system for an in-vehicle display screen, such as... Figure 1As shown, one end of the support mechanism 110 is fixed to the vehicle body via the base component 120, and the other end of the support mechanism 110 is equipped with a vehicle display screen 150 via the display screen mounting assembly 130.

[0028] exist Figure 1 As shown, the support mechanism 110 includes six rotary joint modules J1, J2, J3, J4, J5, and J6 connected in series, as well as connecting rods between adjacent joint modules, forming a multi-degree-of-freedom open kinematic chain.

[0029] Each joint module includes a drive motor, reducer, brake, joint bearing, position sensor, and housing. The drive motor can be a miniature brushless DC servo motor or a coreless motor, featuring high torque density and low electromagnetic interference. The reducer is directly connected to the motor, employing a planetary gear reducer or harmonic reducer to convert the motor's high-speed, low-torque output into the low-speed, high-torque output required by the joint. The brake is an electromagnetic power-off brake integrated into the motor or reducer output, locking the joint in the event of a power outage to prevent the display from shifting due to gravity or vehicle vibration. The joint bearing uses a combination of crossed roller bearings or deep groove ball bearings, simultaneously bearing radial and axial loads to ensure smooth rotation and low backlash. The position sensor uses an absolute magnetic encoder or rotary transformer, directly mounted on the motor rotor or output shaft, to provide real-time, accurate feedback of the joint's absolute rotation angle (i.e., real-time joint data). The housing is made of die-cast aluminum alloy or injection-molded engineering plastic, and integrates mounting flanges and heat dissipation structures to protect the internal components.

[0030] To achieve a wide range of posture adjustments within the vehicle, the rotation axes of the six joints need to be configured in a specific order. Specifically, for example... Figure 1As shown, the pivot of joint module J1 extends along the Y-axis, driving the entire robotic arm to swing left and right (e.g., ±90°) around the Y-axis, playing a crucial role in oriented the vehicle display screen towards the left and right passengers. The pivot of joint module J2 extends along the Z-axis, enabling the tilting motion of the robotic arm root in the sagittal plane for rapid adjustment of arm height. The pivot of joint module J3 extends along the Z-axis; working in conjunction with joint module J2, joint module J3 further extends or retracts the horizontal working range of the robotic arm, and is the main joint determining the arm span. The pivot of joint module J4 extends along the Z-axis, further finely adjusting the tilt posture of the end effector (vehicle display screen 150) to obtain the optimal viewing angle. The pivot of joint module J5 extends along the Y-axis, primarily used to adjust the swing angle of the vehicle display screen 150 to avoid obstacles inside the vehicle (such as seats, armrests, etc.). The joint module J6 extends along the X-axis. As the end joint that directly drives the vehicle display screen 150, the core function of the joint module J6 is to drive the vehicle display screen 150 to rotate ±90° around its horizontal axis, thereby switching between landscape and portrait modes and fine-tuning the tilt angle.

[0031] Connecting links are rigid structural components that connect adjacent joint modules and transmit motion and force. Connecting links can be made of aluminum alloy profiles, magnesium alloy die-castings, or carbon fiber composite materials. Through topology optimization design, maximum weight reduction is achieved while ensuring rigidity, strength, and load-bearing capacity. To adapt to the confined space inside the vehicle, the cross-section of the connecting links should be flat. Cable conduits are designed inside the connecting links to protect and guide the power and signal lines connecting the joints. The length of each connecting link ensures that when the robotic arm is fully extended, the total arm span from the base component 120 to the mounting surface of the vehicle display 150 minimizes the storage volume while maintaining front and rear passenger accessibility.

[0032] In one possible implementation, the base component 120 serves as the mechanical and electrical interface supporting the adjustment system and the vehicle body. The base component 120 includes a mounting base and an electrical connection cavity. Figure 1 From the perspective shown, the lower side of the base component 120 is a mounting plate with a standardized array of mounting holes for fitting pre-installed threaded inserts or quick-release bases on the vehicle body, achieving a rigid connection. One side plate of the base component 120 has an electrical adapter cavity, which houses a vehicle power supply (e.g., 12V DC) input port, a Controller Area Network (CAN) or Local Interconnect Network (LIN) bus interface for the support adjustment device, and a reserved channel for conductive slip rings or flexible wiring harnesses to power the joints, ensuring that no cable tangling occurs during continuous 360° rotation of the entire support mechanism. The vehicle display's support adjustment system also includes a built-in wiring system.

[0033] In one possible implementation, the display mounting assembly 130 includes an end mounting flange and a display mounting bracket. The end mounting flange is located at the output end of the joint module J6 and is a standardized quick-change interface. The display mounting bracket includes an adjustable backplate and a clamping mechanism. The adjustable backplate has slotted holes or slide rails to accommodate different mounting hole positions for various inch displays. The back of the adjustable backplate integrates cable channels and Velcro straps for organizing the power and video cables of the vehicle display. The clamping mechanism can employ a spring-loaded snap-fit ​​or tool-less knob locking design to enable quick installation and removal of the vehicle display 150.

[0034] The status acquisition component includes at least position sensors for acquiring the pose of each joint module of the support mechanism and accelerometers for acquiring the acceleration of the vehicle-mounted display screen. The data acquired by each sensor is cleaned and filtered, then stored in a database in time sequence for use by the support adjustment device.

[0035] In one possible implementation, the acceleration sensor 140 is fixed to the end mounting flange.

[0036] As can be seen from the above, the support adjustment system of this application realizes a wide range of flexible adjustment of the vehicle display screen through the combined movement between joints, and realizes the storage function of the vehicle display screen, which can meet the diverse needs of front and rear passengers at multiple angles.

[0037] Based on the above, such as Figure 2 As shown, the vehicle display support and adjustment device provided in this application includes a target pose acquisition module 210, a whole machine stiffness matrix determination module 220, a displacement deviation determination module 230, a correction module 240, and a control module 250.

[0038] The target pose acquisition module 210 is used to acquire the first target pose of the vehicle display screen in real time.

[0039] When the first target pose of the vehicle display screen is obtained, the real-time end pose of the vehicle display screen 150 can be determined by using a forward kinematics algorithm based on the real-time joint data (such as joint rotation angle) collected by the position sensors of each joint module. After obtaining the adjustment information of the vehicle display screen (such as adjustment commands issued by the user, or adjustment information can be obtained through other means), the trajectory planning of the vehicle display screen 150 is performed based on the current end pose and the desired pose of the vehicle display screen 150 to determine the target pose of the vehicle display screen 150 at each moment during the adjustment process.

[0040] The overall stiffness matrix determination module 220 is used to determine the first overall stiffness matrix of the support mechanism based on the real-time joint pose of the support mechanism 110.

[0041] When the vehicle display screen 150 adjusts its pose to the target position, it will be affected by the flexible deformation of the support mechanism during vehicle movement. Therefore, the amount of flexible deformation of the support mechanism is determined based on the real-time joint pose of the support mechanism, thereby determining the first overall stiffness matrix of the support mechanism.

[0042] The displacement deviation determination module 230 is used to determine the end displacement deviation of the vehicle display screen based on the real-time acceleration of the vehicle display screen and the first overall stiffness matrix.

[0043] When the vehicle display screen 150 is adjusting its pose to the target position, it will be affected by the impact acceleration of the vehicle. Therefore, the end displacement deviation of the vehicle display screen is determined based on the real-time acceleration of the vehicle display screen caused by the impact of the vehicle and the influence of the first overall stiffness matrix on the end pose of the vehicle display screen.

[0044] The correction module 240 is used to correct the first target pose based on the end displacement deviation to obtain the second target pose.

[0045] Specifically, the target pose is compensated and corrected based on the end displacement deviation to obtain the second target pose.

[0046] The control module 250 is used to control the support mechanism to drive the vehicle display screen to adjust its posture according to the second target posture.

[0047] Specifically, the inverse kinematics algorithm is invoked to convert the second target pose into the motion angles of each joint module. Each joint module is then controlled according to these motion angles, thereby causing the movement of the support mechanism to adjust the pose of the vehicle-mounted display screen 150.

[0048] This application embodiment introduces a whole-machine stiffness matrix to characterize the flexibility features, and combines real-time impact acceleration to calculate deformation deviation and perform reverse compensation. This effectively offsets the end vibration caused by the superposition of driving dynamic impact and mechanism flexible deformation, and significantly improves the stability and safety of the vehicle display screen during the adjustment process in the confined cabin space.

[0049] In one possible implementation, the target pose acquisition module 210 includes a constraint parameter acquisition unit 211, a trajectory generation unit 212, and a discretization unit 213.

[0050] The constraint parameter acquisition unit 211 is used to acquire kinematic constraint parameters.

[0051] Specifically, kinematic constraint parameters are retrieved from the database. These kinematic constraint parameters include the maximum linear velocity. Maximum acceleration Maximum jerk .

[0052] The trajectory generation unit 212 is used to generate the position trajectory and attitude trajectory of the vehicle display screen based on kinematic constraint parameters and display screen adjustment information.

[0053] Obtain kinematic constraint parameters (maximum linear velocity) Maximum acceleration Maximum jerk After that, the current real-time joint data collected by the position sensors of each joint module is obtained, and the current pose of the vehicle display screen 150 is calculated by the positive kinematics algorithm. The desired pose of the vehicle display screen 150 is determined based on the display screen adjustment information. The Forward Kinematics Algorithm is used to calculate the position and orientation (i.e., pose) of the vehicle display in space based on the pose of each joint module.

[0054] Then, the seven-segment S-curve algorithm is invoked to generate the vehicle display screen 150 from its current pose based on the kinematic constraint parameters. to desired position Location trajectory And using a spherical linear interpolation algorithm, the vehicle-mounted display screen 150 is generated from the current pose. to desired position attitude trajectory .

[0055] The discretization unit 213 is used to discretize the position trajectory and attitude trajectory according to the target time period to generate the target pose of the vehicle display screen corresponding to each discretization time point.

[0056] Specifically, from the current pose to desired position The adjustment time is discretized to obtain the discretized time points. Simultaneously, the position trajectory and attitude trajectory are discretized to obtain the position and attitude of the vehicle display screen 150 at each discretized time point, which are used as the target pose. (Indicates time) (Target pose).

[0057] The embodiments of this application employ a trajectory planning algorithm with multiple speed and acceleration constraint parameters, which effectively avoids start-stop jerks and speed abrupt changes during the adjustment process, making the dynamic adjustment process of the vehicle display screen smoother.

[0058] In one possible implementation, the whole machine stiffness matrix determination module 220 includes a query unit 221 and an interpolation unit 222.

[0059] The query unit 221 is used to search for the joint angle sequence interval to which the real-time joint pose belongs in the whole machine stiffness matrix database.

[0060] Among them, the whole machine stiffness matrices corresponding to multiple preset joint angle sequences obtained in the offline state are stored in the whole machine stiffness matrix database as reference values.

[0061] When determining the current first overall stiffness matrix, the overall stiffness matrix database is queried to determine the relative relationship between the joint angle sequence corresponding to the current real-time joint pose and the joint angle sequence in the overall stiffness matrix database. The current joint angle sequence may have a certain deviation from the reference value in the overall stiffness matrix database, and may be located between two reference values, or it may be the same as a reference value in the overall stiffness matrix database. Thus, the joint angle sequence interval to which the real-time joint pose belongs is determined.

[0062] The interpolation unit 222 is used to perform interpolation calculations based on the second overall stiffness matrix associated with the joint angle sequence interval to obtain the first overall stiffness matrix of the support mechanism.

[0063] When the current joint angle sequence lies between two reference values, interpolation is performed on the second overall stiffness matrix associated with the joint angle sequence interval to obtain the first overall stiffness matrix corresponding to the current real-time joint data. When the current joint angle sequence is the same as one of the reference values, that reference value is directly used as the interpolation result to obtain the first overall stiffness matrix corresponding to the current real-time joint data.

[0064] This application's embodiments replace the energy-intensive online finite element model iterative solution with a lookup table and interpolation approximation calculation method, effectively reducing the computing power overhead of the vehicle controller and ensuring a millisecond-level real-time response speed to bumps and impacts.

[0065] In one possible implementation, such as Figure 3 As shown, the support adjustment device also includes a whole-machine stiffness matrix database construction module 260. The whole-machine stiffness matrix database construction module 260 includes a sequence acquisition unit 261, a matrix extraction unit 262, and a storage unit 263.

[0066] The sequence acquisition unit 261 is used to acquire multiple angle sampling sequences of the support mechanism based on the joint limit range of each joint module of the support mechanism. Each angle sampling sequence includes angle data collected synchronously from each joint module of the support mechanism.

[0067] Specifically, firstly, the 3D model of the support and adjustment device of the vehicle display screen is imported into the finite element simulation software, and the initial posture of each joint module (corresponding to the initial angle sampling sequence) is determined. A finite element model of the entire machine is constructed using the following method. The finite element mesh uses second-order tetrahedral elements, and spring-damped elements (bush elements) are used to connect the joint modules to simulate the flexible connections between them. The stiffness of the bush elements is consistent with the stiffness of the joint modules. After submitting the calculation, the overall machine stiffness matrix K0 under the initial attitude is extracted. Simultaneously, the node number id_spc of the support constraint point where the base component is located and the node number id_load of the end load node (providing the end load force) where the vehicle display screen is located are recorded for subsequent use. If the overall machine model has n degrees of freedom, the overall machine stiffness matrix takes the following form: ; Each element of the overall machine stiffness matrix Represents joint module When a unit displacement occurs and the displacements of other node modules are zero, the overall structure at the joint modules... The resulting node load.

[0068] The joint limit range of each joint module is defined as follows: , .

[0069] Using Monte Carlo sampling, multiple samples are selected within the joint's limits (e.g., (Number) sampling points are used to synchronously collect angle data of each joint module of the support mechanism at each sampling point, thereby obtaining multiple angle sampling sequences of the support mechanism.

[0070] The matrix extraction unit 262 is used to adjust the joint pose of each joint module in the pre-built finite element model according to the angle sampling sequence, and extract the overall stiffness matrix under the joint pose.

[0071] Sampling sequence according to the angle of each sampling point in sequence Adjust the joint poses of each joint module in the finite element model, submit the calculation, and obtain the corresponding overall stiffness matrix. .

[0072] Storage unit 263 is used to associate and store each angle sampling sequence with the corresponding whole machine stiffness matrix to generate a whole machine stiffness matrix database.

[0073] All obtained overall stiffness matrices are associated with their corresponding angle sampling sequences and stored in the overall stiffness matrix database. The overall stiffness matrix is ​​stored in the following format:

[0074] This application embodiment pre-constructs a stiffness matrix database covering a three-dimensional workspace, thereby pre-processing the large and complex finite element simulation calculations and ensuring the engineering feasibility of the flexible deformation compensation algorithm in the computationally limited vehicle hardware environment.

[0075] In one possible implementation, the displacement deviation determination module 230 includes a whole machine load determination unit 231, a solution unit 232, and an extraction unit 233.

[0076] The overall load determination unit 231 is used to determine the end load force of the vehicle display screen based on the mass parameters and real-time acceleration of the vehicle display screen, and to map the end load force into the overall load vector.

[0077] Specifically, the mass parameters of the vehicle display screen 150 are read from the database. and current real-time acceleration Based on Newton's second law F=ma, the product of real-time acceleration and mass parameters is... As the end load force of the vehicle display screen 150, the end load force is filled into the position corresponding to the end node of the vehicle display screen 150 in the high-dimensional whole load vector, and the other positions in the whole load vector are assigned to 0 to obtain the whole load vector {F}.

[0078] Solver 3 is used to solve the displacement vector of the whole machine by using the finite element equilibrium equations, based on the support constraints of the support mechanism, the load vector of the whole machine and the first stiffness matrix of the whole machine.

[0079] The finite element equilibrium equation is ,in, The overall stiffness matrix is... This is the displacement vector of the entire machine.

[0080] Support constraints at the base component under fixed conditions (i.e., the displacement of the base component is 0, denoted as...) , , Under the constraints of ), based on the current first overall stiffness matrix of the support mechanism 110 And the total load vector {F}, using The displacement vector of the whole machine can then be solved. .

[0081] The extraction unit 233 is used to extract the end displacement component of the vehicle display screen from the overall displacement vector, as the end displacement deviation of the vehicle display screen.

[0082] From the overall machine displacement vector The end displacement component of the end node where the vehicle display screen 150 is located is extracted as the end displacement deviation of the vehicle display screen 150 caused by impact acceleration and flexible deformation. .

[0083] Based on the above, the end displacement deviation of the vehicle-mounted display screen 150 is utilized. Compensate the target pose of the current vehicle display screen by 150 to obtain the second target pose.

[0084] Furthermore, when controlling the support mechanism according to the second target pose, the current end displacement deviation obtained above is first utilized. Correcting the current theoretical end-effector pose of the in-vehicle display. Obtain the current actual end pose of the vehicle display screen 150. Then, based on the current actual end-effector pose displayed on the vehicle-mounted display screen 150... The displacement of the vehicle display screen is determined by the second target pose at the next moment t1, and the motion angle of each joint module is determined by the inverse kinematics algorithm. The rotation of each joint module is controlled according to the motion angle, thereby driving the vehicle display screen to adjust its pose.

[0085] This application embodiment utilizes the overall stiffness matrix to characterize the overall flexible deformation of the support adjustment device, and uses the acceleration of the vehicle display screen to determine the overall load vector. By integrating the finite element physical equilibrium equation with dynamic control logic, the true physical deformation under specific extension posture and specific impact force is accurately calculated, which greatly improves the accuracy of posture feedforward compensation.

[0086] In one possible implementation, such as Figure 3 As shown, the support adjustment device also includes a collision detection module 270. The collision detection module 270 includes: The theoretical end pose determination unit 271 is used to determine the theoretical end pose of the vehicle display screen at the next moment based on the second target pose.

[0087] During collision detection, the pose of the second target is used as the final pose at the next time step t1. .

[0088] The distance determination unit 272 is used to acquire point cloud data of obstacles in the vehicle interior space and determine the minimum distance between the theoretical end pose and the point cloud data.

[0089] The end pose at the next moment t1 and the cloud data of any point of obstacle in the vehicle interior space distance Represented as: .

[0090] All distances minimum value This is the minimum distance between the theoretical end pose and the obstacle at the next moment t1.

[0091] Based on the above, when the minimum distance is greater than or equal to the safe distance threshold, the control module 250 controls the support mechanism to drive the vehicle display screen to adjust its posture according to the second target posture; the control module 250 is also used to send an emergency stop command to the support mechanism when the minimum distance is less than the safe distance threshold.

[0092] If minimum distance If the distance is less than the set safe distance threshold H, the motors of each joint module of the control support mechanism 110 will brake to prevent further movement of the support adjustment device and avoid collision; then trajectory planning will be re-performed. If the minimum distance... If the distance is greater than or equal to the safe distance threshold H, the PD control algorithm is used to drive the support mechanism to move the vehicle display screen according to the second target pose.

[0093] This application's embodiments introduce point cloud-based collision detection into the motion control loop of the mechanical mechanism as a feedforward prediction mechanism, realizing early warning and proactive intervention of collisions between the motion trajectory and environmental obstacles, significantly improving the safety of use in narrow cockpit environments.

[0094] Based on the above, this application also provides a method for supporting and adjusting an in-vehicle display screen. The method for supporting and adjusting an in-vehicle display screen can be referred to in correspondence with the aforementioned method for supporting and adjusting an in-vehicle display screen.

[0095] As an example, such as Figure 4 As shown, the support adjustment method includes: S410: Real-time acquisition of the first target pose of the vehicle display screen; S420: Determine the first overall stiffness matrix of the support mechanism based on the real-time joint pose of the support mechanism; S430: Determine the end displacement deviation of the vehicle display screen based on the real-time acceleration of the vehicle display screen and the first overall stiffness matrix; S440: Correct the first target pose based on the end displacement deviation to obtain the second target pose; S450: The vehicle display screen is driven by the second target pose control support mechanism to adjust the pose.

[0096] This application embodiment introduces a whole-machine stiffness matrix to characterize the flexibility features, and combines real-time impact acceleration to calculate deformation deviation and perform reverse compensation. This effectively offsets the end vibration caused by the superposition of driving dynamic impact and mechanism flexible deformation, and significantly improves the stability and safety of the vehicle display screen during the adjustment process in the confined cabin space.

[0097] Figure 5 This is a schematic diagram of the structure of the electronic device provided in this application, such as... Figure 5As shown, the electronic device may include: a processor 510, a communications interface 520, a memory 530, and a communication bus 540, wherein the processor 510, the communications interface 520, and the memory 530 communicate with each other via the communication bus 540. The processor 510 can call logical instructions in the memory 530 to execute a method for supporting and adjusting the vehicle display screen, the method including: Real-time acquisition of the first target pose of the vehicle display screen; The first overall stiffness matrix of the support mechanism is determined based on the real-time joint pose of the support mechanism. The end displacement deviation of the vehicle display screen is determined based on the real-time acceleration of the vehicle display screen and the first overall stiffness matrix. The first target pose is corrected based on the end displacement deviation to obtain the second target pose; The vehicle display screen is adjusted according to the second target pose control support mechanism.

[0098] Furthermore, the logical instructions in the aforementioned memory 530 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0099] On the other hand, this application also provides a computer program product, which includes a computer program stored on a non-transitory computer-readable storage medium. The computer program includes program instructions, and when the program instructions are executed by a computer, the computer is able to execute the vehicle display support adjustment method provided in the above embodiments. The method includes: Real-time acquisition of the first target pose of the vehicle display screen; The first overall stiffness matrix of the support mechanism is determined based on the real-time joint pose of the support mechanism. The end displacement deviation of the vehicle display screen is determined based on the real-time acceleration of the vehicle display screen and the first overall stiffness matrix. The first target pose is corrected based on the end displacement deviation to obtain the second target pose; The vehicle display screen is adjusted according to the second target pose control support mechanism.

[0100] In another aspect, this application also provides a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, is implemented to perform the vehicle display support adjustment method provided in the above embodiments, the method comprising: Real-time acquisition of the first target pose of the vehicle display screen; The first overall stiffness matrix of the support mechanism is determined based on the real-time joint pose of the support mechanism. The end displacement deviation of the vehicle display screen is determined based on the real-time acceleration of the vehicle display screen and the first overall stiffness matrix. The first target pose is corrected based on the end displacement deviation to obtain the second target pose; The vehicle display screen is adjusted according to the second target pose control support mechanism.

[0101] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0102] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0103] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A support and adjustment system for a vehicle-mounted display screen, characterized in that, include: The system includes a support mechanism (110), a status acquisition component, and a support adjustment device. The support adjustment device is signal-connected to the status acquisition component and the support mechanism (110). The status acquisition component acquires the real-time joint pose of the support mechanism (110) and the real-time acceleration of the vehicle display screen (150). The support adjustment device includes: The target pose acquisition module (210) is used to acquire the first target pose of the vehicle display screen (150) in real time; The overall stiffness matrix determination module (220) is used to determine the first overall stiffness matrix of the support mechanism (110) based on the real-time joint pose of the support mechanism (110). The displacement deviation determination module (230) is used to determine the end displacement deviation of the vehicle display screen (150) based on the real-time acceleration of the vehicle display screen (150) and the first overall stiffness matrix. The correction module (240) is used to correct the first target pose based on the end displacement deviation to obtain the second target pose; The control module (250) is used to control the support mechanism (110) to drive the vehicle display screen (150) to adjust its posture according to the second target posture.

2. The support and adjustment system for the vehicle-mounted display screen according to claim 1, characterized in that, The displacement deviation determination module (230) includes: The whole machine load determination unit (231) is used to determine the end load force of the vehicle display screen (150) based on the mass parameters of the vehicle display screen (150) and the real-time acceleration, and map the end load force into a whole machine load vector; Solver (232) is used to solve the displacement vector of the whole machine by using the finite element equilibrium equation, based on the support constraint conditions of the support mechanism (110), the load vector of the whole machine and the first stiffness matrix of the whole machine; Extraction unit (233) is used to extract the end displacement component of the vehicle display screen (150) from the displacement vector of the whole machine, as the end displacement deviation of the vehicle display screen (150).

3. The support and adjustment system for the vehicle-mounted display screen according to claim 1, characterized in that, The overall machine stiffness matrix determination module (220) includes: The query unit (221) is used to search for the joint angle sequence interval to which the real-time joint pose belongs in the whole machine stiffness matrix database; Interpolation unit (222) is used to perform interpolation calculation based on the second overall stiffness matrix associated with the joint angle sequence interval to obtain the first overall stiffness matrix of the support mechanism (110).

4. The support and adjustment system for the vehicle-mounted display screen according to claim 1, characterized in that, The support adjustment device also includes a collision detection module (270). The collision detection module (270) includes: Theoretical end pose determination unit (271) is used to determine the theoretical end pose of the vehicle display screen (150) at the next moment based on the second target pose; The distance determination unit (272) is used to acquire point cloud data of obstacles in the vehicle interior space and determine the minimum distance between the theoretical end pose and the point cloud data; Furthermore, when the minimum distance is greater than or equal to the safe distance threshold, the control module controls the support mechanism (110) to drive the vehicle display screen (150) to adjust its posture according to the second target pose. The control module is also used to send an emergency stop command to the vehicle display screen (150) when the minimum distance is less than the safe distance threshold.

5. The support and adjustment system for the vehicle-mounted display screen according to claim 1, characterized in that, The target pose acquisition module (210) includes: The constraint parameter acquisition unit (211) is used to acquire kinematic constraint parameters, including maximum linear velocity, maximum acceleration and maximum jerk. The trajectory generation unit (212) is used to generate the position trajectory and attitude trajectory of the vehicle display screen (150) according to the kinematic constraint parameters and the display screen adjustment information; The discretization unit (213) is used to discretize the position trajectory and the attitude trajectory according to the target time period to generate the target pose of the vehicle display screen (150) corresponding to each discretization time point.

6. The support and adjustment system for the vehicle-mounted display screen according to claim 3, characterized in that, The support adjustment device also includes a whole machine stiffness matrix database construction module (260). The whole machine stiffness matrix database construction module (260) includes: The sequence acquisition unit (261) is used to acquire multiple angle sampling sequences of the support mechanism (110) according to the joint limit range of each joint module of the support mechanism (110), and each angle sampling sequence includes angle data collected synchronously from each joint module of the support mechanism (110). The matrix extraction unit (262) is used to adjust the joint pose of each joint module in the pre-constructed finite element model according to the angle sampling sequence, and extract the overall stiffness matrix under the joint pose. Storage unit (263) is used to associate and store each angle sampling sequence with the corresponding whole machine stiffness matrix to generate the whole machine stiffness matrix database.

7. A method for supporting and adjusting a vehicle-mounted display screen, characterized in that, include: The first target pose of the vehicle display screen (150) is acquired in real time; The first overall stiffness matrix of the vehicle display screen (150) is determined based on the real-time joint pose of the vehicle display screen (150). The end displacement deviation of the vehicle display screen (150) is determined based on the real-time acceleration of the vehicle display screen (150) and the first overall stiffness matrix; The first target pose is corrected based on the end displacement deviation to obtain the second target pose; According to the second target pose, the vehicle display screen (150) is controlled to drive the vehicle display screen (150) to perform pose adjustment.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the support and adjustment method for the vehicle display screen as described in claim 7.

9. A non-transitory computer-readable storage medium, wherein a computer program is stored on the non-transitory computer-readable storage medium, characterized in that, When the computer program is executed by the processor, it implements the support and adjustment method for the vehicle display screen as described in claim 7.

10. A computer program product, the computer program product comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the support and adjustment method for the vehicle display screen as described in claim 7.

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