A method, device and mobile chassis for suppressing mobile chassis jitter

Abstract

The embodiment of the application provides a method and device for inhibiting shaking of a mobile chassis and the mobile chassis. The actual thrust collected by a force sensor is acquired. Then, the target speed corresponding to the actual thrust in the preset speed-thrust curve is searched, and the mobile chassis is controlled to move at the target speed. Since the speed-thrust curve is a curve determined by interpolating a plurality of sample thrusts collected in a preset thrust range based on test thrusts, and the speed-thrust curve reflects the relationship between the sample thrusts and the corresponding sample speeds. According to the speed-thrust curve, when the actual thrust on the handrail fluctuates greatly in actual use of the mobile chassis, the speed is controlled so that the speed changes little, the change amount of the acceleration is reduced, and the shaking of the mobile chassis is inhibited.

Description

Technical Field

[0001] This application relates to the field of mobile chassis technology, and in particular to a method, apparatus and mobile chassis for suppressing mobile chassis vibration. Background Technology

[0002] Mobile chassis have been widely used in robots and small autonomous vehicles. For short-distance, high-mass mobile chassis, users can control the mobile chassis to move forward, turn, accelerate and decelerate without buttons by using force sensor-based handrails. The operation is convenient, intuitive and quick.

[0003] In practical applications, mobile chassis can carry other robotic devices for movement. During low-speed movement, fluctuations in force applied by the user can cause sudden changes in force, leading to discontinuous acceleration. This causes the mobile chassis to vibrate, which in turn causes the carried equipment to vibrate, affecting its usability. Currently, common methods to suppress mobile chassis vibration include low-pass filtering to process the acquired force signals and avoid sudden force changes. However, this introduces significant latency, impacting the user experience. Summary of the Invention

[0004] This application provides a method, apparatus, and mobile chassis for suppressing vibration of a mobile chassis, which can suppress vibration to a certain extent when the mobile chassis is in motion.

[0005] In one aspect, embodiments of this application provide a method for suppressing chassis vibration, comprising:

[0006] Acquire the actual thrust collected by the force sensor;

[0007] Find the target velocity corresponding to the actual thrust in the preset velocity-thrust curve. The velocity-thrust curve is determined by interpolation of multiple sample thrusts collected within the preset thrust range based on the test thrust. The velocity-thrust curve is used to reflect the relationship between the sample thrust and the corresponding sample velocity.

[0008] Control the mobile chassis to move at the target speed.

[0009] In one feasible implementation, the velocity-thrust curve is constructed in the following ways:

[0010] Based on the first test thrust and the linear relationship between the preset thrust and the speed of the mobile chassis, the command speed of the mobile chassis is obtained, and the mobile chassis is driven to move at the command speed.

[0011] During the movement of the mobile chassis, the first test thrust is sampled within the preset thrust range to obtain multiple first sample thrusts and corresponding first sample velocities.

[0012] By performing high-order curve interpolation on the thrust and corresponding velocity of each first sample, the velocity-thrust curve is obtained.

[0013] In one feasible implementation, the method for determining the preset thrust range includes:

[0014] Based on the preset linear relationship between thrust and mobile chassis speed, the thrust corresponding to the maximum speed of the mobile chassis is determined as the maximum preset thrust.

[0015] In one feasible implementation, high-order curve interpolation is performed on the thrust of each first sample and the corresponding velocity of each first sample to obtain a velocity-thrust curve, including:

[0016] Construct a high-order polynomial curve equation based on the thrust of each first sample and the corresponding velocity of each first sample;

[0017] The coefficients of the obtained high-order polynomial curve equation are solved to determine the velocity-thrust curve.

[0018] In one feasible implementation, the first experimental thrust is sampled within a preset thrust range to obtain multiple first sample thrusts and corresponding first sample velocities, including:

[0019] Obtain the preset sampling interval;

[0020] According to the preset sampling interval, the first test thrust is sampled within the preset thrust range to obtain multiple first sample thrusts and corresponding first sample velocities.

[0021] In one feasible implementation, the preset sampling interval includes a first sampling interval and a second sampling interval, and obtaining the preset sampling interval includes:

[0022] If the mobile chassis moves at a speed within a first preset speed range, the first sampling interval is obtained;

[0023] If the mobile chassis runs at a speed within a second preset speed range, a second sampling interval is obtained; the minimum value of the second preset speed range is greater than the maximum value of the first preset speed range, and the first sampling interval is less than the second sampling interval.

[0024] In one feasible implementation, the polynomial degree of the velocity-thrust curve is less than the number of sample thrusts.

[0025] In one feasible implementation, the method for suppressing chassis vibration also includes:

[0026] If the second sample thrust obtained based on the second experimental thrust sampling is opposite in direction and the same in magnitude as the first sample thrust;

[0027] The velocity-thrust curve corresponding to the first sample thrust, which is symmetrical about the origin, will then be used as the velocity-thrust curve corresponding to the second experimental thrust.

[0028] Secondly, in another aspect, embodiments of this application provide a device for suppressing vibration of a mobile chassis, applied to a mobile chassis having a force sensor handle, comprising:

[0029] The acquisition module is used to acquire the actual thrust collected by the force sensor;

[0030] The search module is used to find the target velocity corresponding to the actual thrust in the preset velocity-thrust curve; the velocity-thrust curve is a curve determined by interpolation processing of multiple sample thrusts collected within the preset thrust range based on the test thrust; the velocity-thrust curve is used to reflect the relationship between the sample thrust and the corresponding sample velocity.

[0031] The control module is used to control the mobile chassis to move at the target speed.

[0032] Thirdly, embodiments of this application provide a mobile chassis, which includes a handle, a force sensor disposed on the handle, and a processor;

[0033] Force sensor, used to collect the thrust applied by the user based on the handle;

[0034] A processor for reading executable instructions from memory and executing the instructions to implement the method for suppressing chassis vibration of any of the first aspects above.

[0035] Fourthly, embodiments of this application provide a computer-readable storage medium having a computer program stored thereon, wherein when the computer program is executed by a processor, it implements the steps of the method for suppressing chassis vibration described in any of the first aspects above.

[0036] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the steps of the method for suppressing chassis vibration described in any of the first aspects above.

[0037] The technical solution provided in this application can achieve at least the following beneficial effects:

[0038] The method, apparatus, and mobile chassis for suppressing chassis vibration provided in this application acquire the actual thrust collected by a force sensor. Then, a target speed corresponding to the actual thrust is found in a preset speed-thrust curve, and the mobile chassis is controlled to move at the target speed. Since the speed-thrust curve is determined by interpolation of multiple sample thrusts collected within a preset thrust range, and reflects the relationship between the sample thrust and the corresponding sample speed, the speed can be controlled to minimize speed changes and reduce acceleration variations when the actual thrust on the handrail fluctuates significantly during actual use, thus suppressing chassis vibration. Attached Figure Description

[0039] Figure 1 This is a flowchart illustrating an exemplary embodiment of the present application of a method for suppressing vibration of a mobile chassis;

[0040] Figure 2 This is a schematic diagram illustrating a process for constructing a velocity-thrust curve according to an exemplary embodiment of this application;

[0041] Figure 3 This is a schematic diagram of a velocity-thrust curve shown in an exemplary embodiment of this application;

[0042] Figure 4 This is a schematic diagram of the structure of a mobile chassis shown in an exemplary embodiment of this application;

[0043] Figure 5 This is an exemplary embodiment of the present application illustrating the internal structure of a mobile chassis. Detailed Implementation

[0044] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0045] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items.

[0046] It should be understood that although the terms first, second, third, etc., may be used in this application to describe various information, such information should not be limited to these terms. These terms are only used to distinguish information of the same type from one another. For example, without departing from the scope of this application, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the word "if" as used herein may be interpreted as "when," "when," or "in response to determination."

[0047] Mobile chassis have been widely used in robots and small autonomous vehicles, offering advantages such as simple structure and low cost. For short-distance, high-mass mobile chassis, force sensor-based handrails can be used for buttonless control. In one embodiment of this application, the mobile chassis further includes a force sensor and a handrail. The handrail is fixed to the chassis via a bracket, and the force sensor is mounted on the handrail. Users can apply a pushing force to the handrail to move the mobile chassis. Specifically, the mobile chassis in one embodiment of this application may include a two-wheeled mobile chassis, a four-wheeled mobile chassis, a six-wheeled mobile chassis, etc., without limitation.

[0048] During the movement of the mobile chassis, it may need to operate at different speeds to coordinate with other mounted mechanical equipment. During low-speed movement, fluctuations in force applied by the user can cause sudden changes in force, leading to vibrations in the mobile chassis at low speeds, which in turn cause vibrations in the mounted equipment.

[0049] Based on this, this application proposes a vibration suppression method that can minimize speed changes and reduce acceleration changes when the actual thrust on the armrest fluctuates significantly during actual use of the mobile chassis, thereby suppressing vibration of the mobile chassis.

[0050] The following description, in conjunction with the accompanying drawings, provides an exemplary illustration of a method for suppressing chassis vibration according to an embodiment of this application.

[0051] Figure 1 This is a flowchart illustrating an exemplary embodiment of a method for suppressing vibration of a mobile chassis. (Refer to...) Figure 1 As shown,

[0052] S202, acquires the actual thrust collected by the force sensor.

[0053] The force sensor may include two-dimensional force sensors, three-dimensional force sensors, etc., and is not limited thereto. The actual thrust includes linear and / or directional thrust.

[0054] Specifically, the force sensor collects the actual pushing force of the user pushing the handle.

[0055] S204, Locate the target velocity corresponding to the actual thrust in the preset velocity-thrust curve. The velocity-thrust curve is determined by interpolation processing of multiple sample thrusts collected within the preset thrust range based on the experimental thrust. The velocity-thrust curve reflects the relationship between the sample thrust and the corresponding sample velocity.

[0056] S206 controls the mobile chassis to move at a target speed.

[0057] It should be noted that the preset speed-thrust curve is a curve fitted based on multiple low-speed operation experiments of the mobile chassis to suppress low-speed vibration. This curve reflects the relationship between sample thrust and sample velocity after the test. By sampling the sample thrust within a preset thrust range, multiple sample thrusts are obtained, and a sampling velocity that minimizes mobile chassis vibration is determined for each sample thrust. This ensures that the velocity change is small as the thrust gradually increases, thus smoothing the acceleration of the mobile chassis and suppressing vibration. The preset speed-thrust curve can be obtained by the processor in the mobile chassis sampling and interpolating the sample thrust collected by the force sensor, or by transmitting the sample thrust collected by the force sensor to other terminal devices, where the sample thrust is sampled and interpolated, and then the generated speed-thrust curve is stored in the processor of the mobile chassis. No restriction is imposed on this method.

[0058] Specifically, when the mobile chassis is running at low speed in actual use, the target speed corresponding to the speed-thrust curve can be found based on the actual thrust, and the mobile chassis can be controlled to run at that speed to reduce the vibration of the mobile chassis when running at low speed.

[0059] In this embodiment, the actual thrust collected by the force sensor is obtained when the mobile chassis operates at a speed less than a preset speed. Then, the target speed corresponding to the actual thrust in the preset speed-thrust curve is found, and the mobile chassis is controlled to move at the target speed. The speed-thrust curve is determined by interpolation of multiple sample thrusts collected within a preset thrust range. Furthermore, the speed-thrust curve reflects the relationship between the sample thrust and the corresponding sample speed. Based on this speed-thrust curve, when the actual thrust on the handrail fluctuates significantly during actual use of the mobile chassis, the speed change is small, thereby reducing the change in acceleration within the same time frame and suppressing the shaking of the mobile chassis. Moreover, when the mobile chassis needs to move at a higher speed, the actual thrust on the handrail is larger. Due to the elasticity of the human hand, the force does not change abruptly, while the speed can increase quickly to adapt to the rapid movement of the mobile chassis.

[0060] The following examples illustrate how to construct a preset velocity-thrust curve.

[0061] In some alternative implementations, Figure 2 This is a schematic diagram illustrating a process for constructing a velocity-thrust curve according to an exemplary embodiment of this application, as shown below. Figure 2 As shown, the methods for constructing the velocity-thrust curve include:

[0062] S302: Based on the first test thrust and the linear relationship between the preset thrust and the speed of the moving chassis, the command speed of the moving chassis is obtained, and the moving chassis is driven to move at the command speed.

[0063] Specifically, once the mobile chassis has collected the first test thrust, it can issue a command speed to drive the mobile chassis to move based on the preset linear relationship between thrust and speed, and drive the mobile chassis to move at the command speed.

[0064] It should be noted that, in order to ensure a smooth velocity-thrust curve, that is, to make the acceleration changes during the operation of the mobile chassis gradual and thus suppress vibration, a linear relationship between the test thrust and the mobile chassis speed can be preset. Based on the test thrust and this linear relationship, the command speed of the mobile chassis is obtained, causing the mobile chassis to begin moving.

[0065] S304, during the movement of the mobile chassis, the first test thrust is sampled within the preset thrust range to obtain multiple first sample thrusts and corresponding first sample velocities.

[0066] Specifically, the force sensor reads multiple first sample thrusts, and the encoder reads the first sample velocity corresponding to the first sample thrusts.

[0067] It should be noted that the number of sampling points can significantly influence the smoothness of the curve. Too sparse a number of sampling points may result in a less smooth velocity-thrust curve, while too dense a number may lead to slower calculations. Therefore, the setting should be adjusted based on the specific circumstances. Furthermore, the sampling interval is shorter when the moving chassis is traveling at low speeds than when it is traveling at high speeds.

[0068] The preset thrust range is set based on the maximum speed of the mobile chassis. Specifically, the maximum thrust corresponding to the maximum speed of the mobile chassis can be determined based on the linear relationship between the preset test thrust and the speed of the mobile chassis in S302, which is the maximum value of the preset thrust.

[0069] As an alternative implementation, before sampling the first test thrust within a preset thrust range, the following steps may also be performed:

[0070] S302a, Obtain the preset sampling interval.

[0071] S302b, according to the preset sampling interval, the first test thrust is sampled within the preset thrust range to obtain multiple first sample thrusts and corresponding first sample velocities.

[0072] The preset sampling interval may include a first sampling interval and a second sampling interval.

[0073] Specifically, the following steps can be performed to obtain the preset sampling interval:

[0074] If the mobile chassis moves at a speed within a first preset speed range, the first sampling interval is obtained;

[0075] If the mobile chassis runs at a speed within a second preset speed range, a second sampling interval is obtained; the minimum value of the second preset speed range is greater than or equal to the maximum value of the first preset speed range, and the first sampling interval is less than the second sampling interval.

[0076] For example, in this embodiment of the application, the maximum speed of the mobile chassis is 0.3 m / s, below 0.1 m / s is considered low speed, i.e., the first preset speed range, and 0.1 to 0.3 m / s is considered high speed, i.e., the second preset speed range.

[0077] As some alternative implementation methods, the first test thrust includes a linear thrust in a straight direction, and the preset thrust range includes a first preset thrust range; sampling the first test thrust within the preset thrust range to obtain multiple first sample thrusts and corresponding first sample velocities includes:

[0078] The linear thrust is sampled within a first preset thrust range to obtain multiple linear sample thrusts and corresponding linear sample velocities.

[0079] For example, if the number of sampling points is 6, six points are sampled from (F1, V1) to (F6, V6), where V represents the linear sample velocity, and the part in parentheses represents the independent variable, the linear sample thrust F, with units of m / s and kg respectively. In this embodiment, using mass to represent thrust is more intuitive and does not represent a unified physical unit of force. The first preset thrust range is 0-2 kg, so sampling can be performed.

[0080] Output V(0.4)=0.035, V(0.6)=0.04, V(0.8)=0.05, V(1)=0.06, V(1.2)=0.07, V(2)=0.3.

[0081] As some alternative implementations, the first test thrust includes a steering thrust in the rotation direction; the preset thrust range includes a second preset thrust range; sampling the first test thrust within the preset thrust range to obtain multiple first sample thrusts and corresponding first sample velocities includes:

[0082] The steering thrust is sampled within a second preset thrust range to obtain multiple steering sample thrusts and corresponding steering sample velocities. The second preset thrust range may or may not be equal to the first preset thrust range; this is not restricted here.

[0083] S306, perform high-order curve interpolation on the thrust of each first sample and the corresponding velocity of each first sample to obtain the velocity-thrust curve.

[0084] In this case, the polynomial degree of the velocity-thrust curve is less than the number of thrust samples in the first sample. For example, the polynomial degree of the velocity-thrust curve = the number of thrust samples - 1.

[0085] Specifically, high-order curve interpolation is performed on the thrust and corresponding velocity of each sample to obtain the velocity-thrust curve. High-order curve interpolation can be performed using B-spline interpolation, or other interpolation methods can be used; no restriction is placed on this method.

[0086] As one of the alternative implementation methods, step 306 involves performing high-order curve interpolation on the thrust of each first sample and the corresponding velocity of each first sample to obtain a velocity-thrust curve, specifically including:

[0087] S3062, constructs a high-order polynomial curve equation based on the thrust of each linear sample and the corresponding velocity of each linear sample.

[0088] S3064, solve for the coefficients of the high-order polynomial curve equation, and determine the velocity-thrust curve in the straight line direction.

[0089] Among them, the polynomial degree of the velocity thrust curve is less than the number of sample thrusts.

[0090] For example, if the number of sampling points is 6, six points are sampled from (F1, V1) to (F6, V6), where V represents the linear sample velocity, and the part in parentheses represents the independent variable, the linear sample thrust F, with units of m / s and kg respectively. In this embodiment, using mass to represent thrust is more intuitive and does not represent a unified physical unit of force. The first preset thrust range is 0-2 kg, so sampling can be performed.

[0091] Output V(0.4)=0.035, V(0.6)=0.04, V(0.8)=0.05, V(1)=0.06, V(1.2)=0.07, V(2)=0.3.

[0092] Based on the thrust and corresponding velocity of each linear sample, a high-order polynomial curve equation is constructed:

[0093]

[0094] Solving the equation yields a0, a1, a2, a3, a4, and a5, thus determining the velocity-thrust curve in the linear direction: V(F) = a0 + a1F + a2F 2 +a3F 3 +a4F 4 +a5F 5 (F>0). Figure 3 This is a schematic diagram of a velocity-thrust curve shown in an exemplary embodiment of this application.

[0095] In this embodiment of the application, by performing high-order curve interpolation on the thrust of each straight sample and the corresponding velocity of each straight sample, a high-order polynomial curve equation is constructed and then solved to obtain the coefficients of the high-order polynomial curve equation, thereby determining the velocity-thrust curve in the straight direction.

[0096] As another alternative implementation, step 306 involves performing high-order curve interpolation on the thrust of each first sample and the corresponding velocity of each first sample to obtain a velocity-thrust curve, specifically including:

[0097] S306a, constructs a high-order polynomial curve equation based on the thrust of each steering sample and the corresponding speed of each steering sample.

[0098] S306b, by solving for the coefficients of the high-order polynomial curve equation, yields the velocity-thrust curve in the turning direction.

[0099] In this embodiment of the application, by performing high-order curve interpolation on the thrust of each steering sample and the corresponding speed of each steering sample, a high-order polynomial curve equation is constructed and then solved to obtain the coefficients of the high-order polynomial curve equation, thus obtaining the velocity-thrust curve in the rotation direction.

[0100] Optionally, after obtaining the speed-thrust curve from a test, the first sample speed corresponding to the first sample thrust can be adjusted based on the amount of vibration of the mounted equipment observed during the next operation of the mobile chassis.

[0101] Optionally, if the second sample thrust obtained based on the second experimental thrust sampling is opposite in direction and the same in magnitude as the first sample thrust, then the velocity-thrust curve corresponding to the first sample thrust that is symmetrical about the origin is taken as the velocity-thrust curve corresponding to the second experimental thrust.

[0102] For example, if the thrust direction of the first test thrust (e.g., positive x-axis) is opposite to the thrust direction of the second test thrust (e.g., negative x-axis), it will cause the first sample velocity (corresponding to the positive velocity of the positive thrust) to be opposite to the second sample velocity (corresponding to the negative velocity of the negative thrust). In this case, if a velocity-thrust curve for the positive velocity exists, the velocity curve equation symmetrical about the origin can be solved to obtain the velocity-thrust equation corresponding to the negative velocity. That is, the curve symmetrical about the origin based on the velocity-thrust curve corresponding to the first sample thrust is used as the velocity-thrust curve corresponding to the second test thrust.

[0103] For example, if a test pulling force F is used to make the moving chassis move backward, the velocity in the opposite direction is V, and this point is (F, V). Then (-F, -V) must be on the velocity-thrust curve obtained above. Substituting (-F, -V) into the velocity-thrust curve in the positive direction, V(F) = a0 + a1F + a2F 2 +a3F 3 +a4F 4 +a5F 5 In (F>0), the velocity-thrust curve in the opposite direction is obtained: V(F)=-a0+a1F-a2F 2 +a3F 3 -a4F 4 +a5F 5 (F < 0). Observing the coefficients in the positive and negative directions, a curve symmetrical about the origin can be obtained by calculating the coefficient in only one direction. This eliminates the need to substitute into the matrix equation and solve again, facilitating the symmetry of forward and backward velocities. Furthermore, the algorithm is simple and easy to implement in programming.

[0104] Based on the same inventive concept, this application also provides an apparatus for suppressing chassis vibration to implement the above-described method for suppressing chassis vibration. The solution provided by this apparatus is similar to the solution described in the above-described method. Therefore, the specific limitations of one or more embodiments of the apparatus for suppressing chassis vibration provided below can be found in the limitations of the method for suppressing chassis vibration described above, and will not be repeated here.

[0105] In one embodiment, the device for suppressing vibration of a mobile chassis is applied to a mobile chassis having a force sensor handle, comprising:

[0106] The acquisition module is used to acquire the actual thrust collected by the force sensor;

[0107] The search module is used to find the target velocity corresponding to the actual thrust in the preset velocity-thrust curve; the velocity-thrust curve is a curve determined by interpolation processing of multiple sample thrusts collected within the preset thrust range based on the test thrust; the velocity-thrust curve is used to reflect the relationship between the sample thrust and the corresponding sample velocity.

[0108] The control module is used to control the mobile chassis to move at the target speed.

[0109] The modules in the aforementioned device for suppressing chassis vibration can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device, or stored in the memory of a computer device as software, so that the processor can call and execute the corresponding operations of each module.

[0110] Figure 4 This is a schematic diagram illustrating the structure of a mobile chassis according to an exemplary embodiment of this application. (Refer to...) Figure 4 As shown, this application embodiment provides a mobile chassis. The mobile chassis includes a handle 701, a force sensor 702 disposed on the handle, and a processor 703.

[0111] Figure 5 This is an exemplary embodiment of the present application illustrating the internal structure of a mobile chassis, as shown in the diagram. Figure 5 As shown, the mobile chassis includes a processor, memory, communication interface, display screen, and input device connected via a system bus. The processor provides computing and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs stored in the non-volatile storage medium. The communication interface allows for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, NFC (Near Field Communication), or other technologies. When the computer program is executed by the processor, it implements a method to suppress chassis jitter. The mobile chassis may also include a display screen, which can be an LCD screen or an e-ink screen. The input device may be a touch layer covering the display screen, buttons, a trackball, or a touchpad mounted on the chassis casing, or an external keyboard, touchpad, or mouse.

[0112] Those skilled in the art will understand that Figure 5 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the mobile chassis to which the present application is applied. A specific mobile chassis may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0113] In one embodiment, a computer device is provided, including a memory and a processor, the memory storing a computer program, the processor executing the computer program to implement the steps of the method for suppressing chassis vibration in any of the above embodiments.

[0114] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps of the method for suppressing chassis vibration in any of the above embodiments.

[0115] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps of the method for suppressing chassis vibration in any of the above embodiments.

[0116] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties.

[0117] It is readily understood that, based on the several embodiments provided in this application, those skilled in the art can combine, split, or reorganize the embodiments of this application to obtain other embodiments, none of which exceed the protection scope of this application.

[0118] The above detailed embodiments further illustrate the purpose, technical solution, and beneficial effects of the embodiments of this application. It should be understood that the above are merely specific embodiments of the embodiments of this application and are not intended to limit the protection scope of the embodiments of this application. Any modifications, equivalent substitutions, improvements, etc., made on the basis of the technical solutions of the embodiments of this application should be included within the protection scope of the embodiments of this application.

Claims

1. A method for suppressing vibration of a mobile chassis, characterized in that, Applications to mobile chassis with force sensor handles include: The actual thrust collected by the force sensor is obtained; The target velocity corresponding to the actual thrust in the preset velocity-thrust curve is found. The velocity-thrust curve is a curve determined by interpolation processing of multiple sample thrusts collected within the preset thrust range based on the test thrust. The velocity-thrust curve is used to reflect the relationship between the sample thrust and the corresponding sample velocity. Control the mobile chassis to move at the target speed; The method for constructing the velocity-thrust curve includes: Based on the linear relationship between the first test thrust and the preset thrust and the speed of the mobile chassis, the command speed of the mobile chassis is obtained, and the mobile chassis is driven to move at the command speed. During the movement of the mobile chassis, the first test thrust is sampled within the range of the preset thrust to obtain multiple first sample thrusts and corresponding first sample velocities; The velocity-thrust curve is obtained by performing high-order curve interpolation on the thrust of each first sample and the corresponding velocity of each first sample. The method for determining the preset thrust range includes: Based on the preset linear relationship between thrust and mobile chassis speed, the thrust corresponding to the maximum speed of the mobile chassis is determined as the maximum value of the preset thrust.

2. The method for suppressing chassis vibration according to claim 1, characterized in that, The step of performing high-order curve interpolation on the thrust of each first sample and the corresponding velocity of each first sample to obtain the velocity-thrust curve includes: A high-order polynomial curve equation is constructed based on the thrust of each first sample and the corresponding velocity of each first sample. The coefficients of the higher-order polynomial curve equation are obtained by solving the equation, and the velocity-thrust curve is determined.

3. The method for suppressing chassis vibration according to claim 1, characterized in that, The first experimental thrust is sampled within the range of the preset thrust to obtain multiple first sample thrusts and corresponding first sample velocities, including: Obtain the preset sampling interval; According to the preset sampling interval, the first test thrust is sampled within the range of the preset thrust to obtain multiple first sample thrusts and corresponding first sample velocities.

4. The method for suppressing chassis vibration according to claim 3, characterized in that, The preset sampling interval includes a first sampling interval and a second sampling interval, and obtaining the preset sampling interval includes: If the mobile chassis operates at a speed within a first preset speed range, the first sampling interval is obtained; If the mobile chassis operates at a speed within a second preset speed range, the second sampling interval is obtained; the minimum value of the second preset speed range is greater than or equal to the maximum value of the first preset speed range, and the first sampling interval is less than the second sampling interval.

5. The method for suppressing chassis vibration according to any one of claims 1-4, characterized in that, The polynomial degree of the velocity-thrust curve is less than the number of thrusts in the first sample.

6. The method for suppressing chassis vibration according to any one of claims 1-4, characterized in that, The method further includes: If the second sample thrust obtained based on the second experimental thrust sampling is opposite in direction and the same in magnitude as the first sample thrust; The velocity-thrust curve corresponding to the first sample thrust, which is symmetrical about the origin, will then be used as the velocity-thrust curve corresponding to the second experimental thrust.

7. A device for suppressing vibration of a mobile chassis, characterized in that, Applications to mobile chassis with force sensor handles include: The acquisition module is used to acquire the actual thrust collected by the force sensor; A search module is used to search for the target velocity corresponding to the actual thrust in a preset velocity-thrust curve. The velocity-thrust curve is a curve determined by interpolation processing of multiple sample thrusts collected within a preset thrust range based on the test thrust. The velocity-thrust curve reflects the relationship between the sample thrust and the corresponding sample velocity. The construction method of the velocity-thrust curve includes: obtaining the command velocity of the mobile chassis based on the linear relationship between the first test thrust and the preset thrust and the mobile chassis velocity, and driving the mobile chassis to move with the command velocity; during the movement of the mobile chassis, sampling the first test thrust within the preset thrust range to obtain multiple first sample thrusts and corresponding first sample velocities; performing high-order curve interpolation on each first sample thrust and each corresponding first sample velocity to obtain the velocity-thrust curve; the determination method of the preset thrust range includes: determining the thrust corresponding to the maximum value of the mobile chassis velocity as the maximum value of the preset thrust based on the linear relationship between the preset thrust and the mobile chassis velocity. A control module is used to control the mobile chassis to move at the target speed.

8. A mobile chassis, characterized in that, The mobile chassis includes a handle, a force sensor mounted on the handle, and a processor; The force sensor is used to collect the pushing force applied by the user based on the handle; The processor is configured to read executable instructions from memory and execute the instructions to implement the steps of the method for suppressing chassis vibration as described in any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method for suppressing vibration of a moving chassis as described in any one of claims 1 to 6.

10. A computer program product, comprising a computer program, characterized in that, When executed by a processor, the computer program implements the steps of the method for suppressing vibration of a moving chassis as described in any one of claims 1 to 6.

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