Lifting fire truck outrigger support force distribution control method and system

Abstract

The application discloses a kind of aerial fire truck outrigger support force distribution control methods comprising: obtaining the length of each outrigger of fire truck, unfolding angle and actual support force value;According to the length of each outrigger, unfolding angle and vehicle parameter, the theoretical support force value of each outrigger is obtained;The error of actual support force value and theoretical support force value of each outrigger is calculated;Whether the error of actual support force value and theoretical support force value of each outrigger is less than support force error threshold value is judged, if yes, then end outrigger support force distribution control, otherwise, carry out outrigger support force optimization adjustment;The levelness of fire truck is adjusted, the force distribution control method formed according to the characteristics of outrigger support force change in the application, in the regulation process of support force, the change direction of each outrigger support force is clear, and the end condition of regulation is determined, so that the problem of losing one thing to gain another and re-regulation does not occur, therefore, force distribution regulation can be completed quickly.

Description

Technical Field

[0001] This invention belongs to the field of fire equipment control technology, and in particular relates to a method for controlling the distribution of outrigger reaction force of a ladder fire truck. Background Technology

[0002] Aerial fire trucks are equipped with outriggers, including horizontal and vertical outriggers. By extending the outriggers, the vehicle's span can be increased, allowing for support and leveling of the fire truck, lifting it off the ground and placing it in a horizontal position. There are typically four outriggers. The support and leveling mechanism of the aerial fire truck provides a horizontal reference platform for boom operations, while simultaneously ensuring that the entire weight of the vehicle is supported on the outriggers, guaranteeing operational safety.

[0003] The safety requirements section of the national standard GB7956.12 "Fire Engines Part 12: Aerial Fire Engines" stipulates that the working bucket of an aerial fire engine...

[0004] When the fire monitor of the lift truck is loaded with 1.1 times the rated load and sprays at the rated pressure and flow rate, the sum of the remaining loads of the two outriggers after the load is reduced on the boom must be greater than 6% of the curb weight. After the outriggers have completed their support, if the reaction force of each outrigger differs significantly from the theoretical reaction force, the initial reaction force of one vertical outrigger will be too small. When the outrigger with the smaller initial reaction force is in the direction of load reduction, the boom's extension movement will cause the force on the outrigger to continuously decrease. Before the boom reaches the boundary of the safe operating range, the reaction force of the vertical outrigger can no longer meet the safety standard requirements. At this point, the boom extension movement is prohibited, causing the vehicle to fail to reach the maximum calculated amplitude. Problems with the existing technology include: ① The changes in outrigger reaction forces are mutually coupled; when one or more outriggers are extended or shortened, the reaction forces of all outriggers will change. Existing technologies for adjusting outrigger reaction forces have two consequences: a) During the adjustment process, the changes in outrigger reaction forces are unclear, easily leading to unintended consequences and worsening of the already adjusted outrigger reaction forces, requiring repeated adjustments and prolonging the adjustment process. b) The conditions for ending the outrigger reaction force adjustment, i.e., the preset value setting, may be too large, resulting in the outrigger reaction force distribution not reaching the optimal state after adjustment. ② Existing technologies, even if they meet the preset range for outrigger reaction forces after adjustment, may worsen the overall tilt of the fire truck, failing to guarantee that both the overall tilt and outrigger reaction forces meet the requirements. Summary of the Invention

[0005] To address the problems existing in the prior art, the present invention provides a method and system for controlling the reaction force distribution of the outriggers of an aerial fire truck, which can control the reaction force distribution of the outriggers of an aerial fire truck.

[0006] The technical problem to be solved by the present invention is achieved through the following technical solution:

[0007] Firstly, a method for controlling the reaction force distribution of outriggers on a raised platform fire truck is provided, including:

[0008] Obtain the extension length, deployment angle, and actual support reaction force value of each outrigger of the fire truck;

[0009] The theoretical support reaction force value of each outrigger is obtained based on the extension length, deployment angle of each outrigger and vehicle parameters;

[0010] Calculate the error between the actual support reaction force value and the theoretical support reaction force value of each outrigger;

[0011] Determine whether the error between the actual support reaction force value and the theoretical support reaction force value of each outrigger is less than the support reaction force error threshold. If so, end the outrigger support reaction force distribution control; otherwise, perform outrigger support reaction force optimization adjustment.

[0012] Adjust the level of the fire truck.

[0013] In conjunction with the first aspect, the further optimization adjustment of the outrigger reaction force includes:

[0014] S1. The error value ΔF between the actual support reaction force value and the theoretical support reaction force value of each outrigger. j Sort by size, where j = 1, 2, 3, 4, representing the legs with the largest, second largest, second smallest, and smallest support reaction force error values, respectively;

[0015] S2. Among the unadjusted outriggers, select the outrigger with the largest error between the actual support reaction force value and the theoretical support reaction force value for adjustment. If the theoretical support reaction force value F of that outrigger... Aj Greater than the actual support reaction force F j If the length is greater than the length, the leg will be extended; otherwise, the leg will be shortened.

[0016] S3. Obtain the current optimal state adjustment value f of the outrigger according to the preset frequency. n During unidirectional adjustment, if f n If the trend is gradually decreasing, then continue the unidirectional adjustment. After passing a certain sampling point, f n If it starts to increase, then the f corresponding to that sampling point... n The target value for the optimal state of the outrigger is denoted as f. min And adjust the outrigger in the opposite direction to make f n =f min Then stop adjusting the outrigger and determine whether the error between the actual and theoretical support reaction force values ​​of each outrigger is less than the support reaction force error threshold. If it is less, end the outrigger support reaction force distribution control; otherwise, return to S2 and apply ΔF to the remaining outriggers. j Adjust the force in descending order until the error between the actual and theoretical support reaction force values ​​of all outriggers is less than the support reaction force error threshold.

[0017] In conjunction with the first aspect, the current optimal state adjustment value is further obtained through equation (1).

[0018]

[0019] Among them, F Aj F j Let J represent the theoretical and actual support reaction force values ​​of the j-th outrigger, respectively. J = 1, 2, 3, 4, representing the outriggers with the largest, second largest, second smallest, and smallest errors in theoretical and actual support reaction force, respectively.

[0020] In conjunction with the first aspect, further, the adjustment of the fire truck's levelness includes:

[0021] The vehicle's levelness is determined by equation (2).

[0022]

[0023] Where, θ x Let θ be the tilt angle of the entire vehicle in the left and right directions. y ε2 is the tilt angle of the vehicle in the front-rear direction, and ε2 is the threshold angle of the vehicle in the horizontal state.

[0024] If equation (2) is true, the leveling adjustment of the fire truck is terminated; otherwise, the tilt angle of one side of the vehicle is adjusted by simultaneously raising the outriggers on one side of the vehicle.

[0025] If the whole vehicle tilts to the left θ x Then, simultaneously raise both left-side outriggers to level the surface. The distance the two outriggers are raised is shown in the following formula:

[0026]

[0027] Among them, L C To increase the distance of the left rear support leg, W r L is the horizontal distance from the left rear outrigger to the vehicle's center of gravity. D To increase the distance of the left front leg, W f This is the horizontal distance from the left front outrigger to the vehicle's center of gravity.

[0028] The adjustment method for tilting the vehicle to the right, forward, or backward is the same as the adjustment method for tilting the vehicle to the left.

[0029] In conjunction with the first aspect, further, the lifting speed of the two outriggers is obtained through equations (4) and (5).

[0030]

[0031] Among them, V C 'V' represents the reference lifting speed for the left rear support leg. D' is the reference lifting speed of the left front outrigger, and t is the distributed control period;

[0032]

[0033] Where K2 is the gain coefficient, ΔF C ΔF represents the error between the actual and theoretical support reactions of the left rear outrigger. D This represents the error between the actual support reaction force and the theoretical support reaction force of the left front outrigger.

[0034] Secondly, a control system for the reaction force distribution of outriggers on a raised platform fire truck is provided, including:

[0035] The data acquisition module is used to acquire the extension length, deployment angle, and actual support reaction force value of each outrigger of the fire truck.

[0036] The theoretical support reaction force calculation module is used to obtain the theoretical support reaction force value of each outrigger based on the extension length, deployment angle and vehicle parameters of each outrigger.

[0037] The support reaction force optimization and adjustment module is used to calculate the error between the actual support reaction force value and the theoretical support reaction force value of each outrigger;

[0038] Determine whether the error between the actual support reaction force value and the theoretical support reaction force value of each outrigger is less than the support reaction force error threshold. If so, end the outrigger support reaction force distribution control; otherwise, perform outrigger support reaction force optimization adjustment.

[0039] The leveling module is used to adjust the levelness of the fire truck.

[0040] The beneficial effects of this invention include:

[0041] Based on the force distribution control method formed by the characteristics of the outrigger reaction force changes, the direction of the change of each outrigger reaction force is clear during the adjustment process, and the adjustment termination condition is determined. There will be no problem of neglecting one aspect and having to readjust. Therefore, the force distribution adjustment can be completed quickly.

[0042] Construct the optimal target value for the distribution of support reaction forces of each outrigger, optimize the distribution of support reaction forces of the outriggers, so that the force distribution of the outriggers reaches the optimal state and the distribution of support reaction forces of each outrigger is more balanced.

[0043] After the force distribution adjustment is completed, the vehicle level is adjusted according to the vehicle tilt degree to ensure that the reaction force of each outrigger does not change and that the vehicle tilt degree and outrigger reaction force distribution can meet the requirements. Attached Figure Description

[0044] Figure 1 This is a flowchart of the present invention;

[0045] Figure 2This is a schematic diagram illustrating the calculation method of the theoretical support reaction force of the outrigger in this invention. Detailed Implementation

[0046] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0047] To better understand this invention, the relevant technologies in the technical solution of this invention are described below.

[0048] Example 1

[0049] like Figure 1-2 As shown in this embodiment, the present invention provides a method for controlling the distribution of outrigger reaction force of a fire truck, which controls the distribution of outrigger reaction force by adjusting the four outriggers of the fire truck.

[0050] Through experimental testing, the characteristics of the changes in the reaction force of each leg when the four legs are extended or retracted were obtained:

[0051] ① When a single outrigger is extended, the reaction force of this outrigger and the diagonally opposite outrigger increases, while the reaction forces of the two adjacent outriggers decrease. The change in reaction force between the two outriggers with increased reaction force and the two outriggers with decreased reaction force is the same, meaning the total reaction force of all four outriggers remains constant. During adjustment, the reaction forces of each outrigger change significantly, and the change in the overall vehicle tilt increases with the extension length of the outriggers.

[0052] ② When a single outrigger is retracted, the reaction force of this outrigger and the diagonal outrigger decreases, while the reaction force of the two adjacent outriggers increases. The total reaction force of all four outriggers remains unchanged. During adjustment, the reaction force of each outrigger changes significantly, and the change in the overall vehicle tilt increases as the retraction length of the outriggers increases.

[0053] ③ When two outriggers extend or retract on one side at the same time, i.e., two adjacent outriggers, and the length of extension or retraction of the two outriggers causes the same change in the tilt of the vehicle on that side, then the change in the tilt of the vehicle on that side is larger, but the change in the reaction force of the four outriggers is very small.

[0054] Based on the characteristics of outrigger reaction force variation, the main steps of the reaction force distribution control method include:

[0055] S1: The outriggers are now in place, and the entire vehicle's weight is supported by the four outriggers.

[0056] S2: Press the support reaction force distribution control button to start the support reaction force distribution control of the outriggers.

[0057] S3: Based on the outrigger posture sensor, calculate the extension length and deployment angle of each outrigger; then calculate the theoretical support reaction force F of the outrigger according to Equation 5. Ai Let i = 1, 2, 3, 4, representing the theoretical support reaction force values ​​of the right front, right rear, left rear, and left front outriggers, respectively. This step yields the theoretical support reaction force values ​​for each outrigger, which are the target values ​​for outrigger support reaction force distribution control. The calculation process for the theoretical support reaction force of the outriggers is shown below:

[0058] In force-based calculations, a redundant constraint needs to be removed and replaced with an unknown force before solving the problem based on the deformation compatibility equations. First, it is assumed that the subframe housing is a rigid body, neglecting its torsional and bending deformations; therefore, the only internal force on the outriggers caused by the load is bending moment. The basic structural model for outrigger support is as follows: Figure 2 As shown.

[0059] (1) With the direction of vehicle travel as the front, A, B, C, and D represent the right front, right rear, left rear, and left front outriggers, respectively.

[0060] (2) G2 is the total weight of the unloaded vehicle, G0 is the total mass of the loaded vehicle, M is the overturning moment of the loaded vehicle, θ is the boom rotation angle, e2 is the distance from the center of gravity of the unloaded vehicle to the center of rotation, l1 and l2 are the distances from the center of rotation of the fire truck to the front and rear outriggers, respectively, h_front is the lateral distance from the hinge point of the front outrigger to the centerline, h_rear is the lateral distance from the hinge point of the rear outrigger to the centerline, and a, b, c, and d are the distances between the outriggers and the longitudinal centerline of the vehicle, respectively. All of the above parameters are constants.

[0061] (3) L, L A L D Let ang_a, ang_b, ang_c, and ang_d represent the extension length of each leg, and ang_a, ang_b, ang_c, and ang_d represent the deployment angles of each leg. These parameters can be measured by leg attitude sensors.

[0062] Choose to release the constraint on outrigger D and replace it with the unknown force X. D The subsequent model is the basic model of the force method, from which the typical equations of the force method can be listed as follows:

[0063] δ D1 ·X D +Δ DP =0 (1)

[0064] Where, δ D1 unit load The displacement generated at point D; Δ DP Let be the displacement produced at point D by all external loads.

[0065] When the basic structure is subjected to external loads, the following equilibrium equation (2) holds:

[0066]

[0067] Among them, F A F B F C To determine the support reaction forces of legs A, B, and C after releasing the constraint on leg D.

[0068] When the basic structure is subjected to a unit load At that time, the following equilibrium equation (3) holds:

[0069]

[0070] in, The unit load is for legs A, B, C, and D.

[0071] The displacement is calculated using the graphical method, and equation (4) is obtained:

[0072]

[0073] Where EI is the elastic modulus of the outrigger.

[0074] Finally, we can obtain the reaction force formulas for each vertical support leg (5):

[0075]

[0076] Among them, X A X B X C and X D These are the theoretical support reaction force values ​​for each leg.

[0077] Using the above calculation method, a set of theoretical support reaction force values ​​F for the vertical outriggers can be obtained. Ai i = 1, 23, 4, representing the right front, right rear, left rear, and left front outriggers, respectively.

[0078] S4: Based on the values ​​from the reaction force sensors installed on the outriggers, obtain the actual reaction force F of each outrigger. i i = 1, 2, 3, 4, representing the right front, right rear, left rear, and left front outriggers, respectively.

[0079] Calculate the error between the actual and target values ​​of the outrigger reaction forces, i.e., the outrigger reaction force error ΔF. i .

[0080] ΔF i =|F Ai -F i | (6)

[0081] Where i = 1, 23, 4, representing the right front, right rear, left rear, and left front support legs, respectively.

[0082] The support reaction force error values ​​of each outrigger are sorted according to their magnitude to obtain ΔF. j , where j = 1, 23, 4, representing the outriggers with the largest, second largest, second smallest, and smallest support reaction force errors, respectively.

[0083] S5: Determine whether the force distribution control requirements are met, as shown in equation (7):

[0084] ΔF j <ε1 (7)

[0085] Among them, ε1 is the error threshold between the actual support reaction force and the theoretical support reaction force of the outrigger. If the support reaction force error of each outrigger is less than ε1, that is, equation (7) holds, then the distribution control of the support reaction force of the outrigger is completed; if it does not hold, then proceed to step S6 to optimize and adjust the support reaction force of the outrigger.

[0086] S6: To achieve the optimal distribution of reaction forces in each outrigger, the current optimal state adjustment value f of the outrigger should be adjusted. n The smaller the better.

[0087] The current optimal state adjustment value is obtained through equation (8).

[0088]

[0089] Among them, F Aj F j Let J represent the theoretical and actual support reaction force values ​​of the j-th outrigger, respectively. J = 1, 2, 3, 4, representing the outriggers with the largest, second largest, second smallest, and smallest errors in theoretical and actual support reaction force, respectively.

[0090] When adjustments are needed, first adjust ΔF among the remaining unadjusted outriggers. j For the largest outrigger (j=1 initially), based on characteristics ① and ② of the change in the outrigger's reaction force, if the theoretical reaction force F of that outrigger... Aj Greater than the actual support reaction force F j If the distance is too large, the leg extends; otherwise, it shortens. The voltage output signal U of the proportional valve controlling this leg is also controlled. j for:

[0091] U j =U min +K1×ΔF j (9)

[0092] Among them, U min K1 is the output voltage signal at the minimum opening of the proportional valve, and K1 is the gain coefficient, which is obtained through experiments based on experience.

[0093] S7. Obtain the current optimal state adjustment value f of the outrigger according to the preset frequency. n During unidirectional adjustment, if f n If the trend is gradually decreasing, then continue the unidirectional adjustment. After passing a certain sampling point, f n If it starts to increase, then the f corresponding to that sampling point... n The target value for the optimal state of the outrigger is denoted as f. min And adjust the outrigger in the opposite direction to make f n =f min Then stop adjusting the outrigger and determine whether the error between the actual support reaction force value and the theoretical support reaction force value of each outrigger is less than the support reaction force error threshold ε1 (obtained from experience, i.e., whether equation (7) is satisfied). If it is less, end the outrigger support reaction force distribution control; otherwise, repeat this step for the remaining outriggers according to ΔF. j Adjust the force in descending order until the error between the actual and theoretical support reaction forces of all outriggers is less than the support reaction error threshold ε1.

[0094] S8. After the support reaction force optimization adjustment is completed, the overall vehicle levelness is adjusted. By measuring the vehicle tilt angle, it is determined whether the overall vehicle levelness meets the requirements.

[0095]

[0096] Where, θ x Let θ be the tilt angle of the entire vehicle in the left and right directions. y ε2 is the tilt angle of the vehicle in the front-rear direction, and ε2 is the threshold angle of the vehicle in the horizontal state.

[0097] If equation (10) is true, the leveling adjustment of the fire truck is terminated; otherwise, the tilt angle of one side of the vehicle is adjusted by simultaneously raising the outriggers on one side of the vehicle.

[0098] S9. Assume the entire vehicle tilts to the left by θ. x Then, simultaneously raise both left-side outriggers to level the surface. The distance the two outriggers are raised is shown in the following formula:

[0099]

[0100] Among them, L C To increase the distance of the left rear support leg, W r L is the horizontal distance from the left rear outrigger to the vehicle's center of gravity. D To increase the distance of the left front leg, W f This is the horizontal distance from the left front outrigger to the vehicle's center of gravity.

[0101] Using the outrigger lifting distance as a benchmark, open-loop control should be implemented, and the speed ratio of the two outriggers should be:

[0102] The lifting speed of the two outriggers is obtained through equations (12) and (13).

[0103]

[0104] Among them, V C 'V' represents the reference lifting speed for the left rear support leg. D ' is the reference lifting speed of the left front outrigger, and t is the distributed control period;

[0105]

[0106] Where K2 is the gain coefficient (obtained empirically through experiments), ΔF C ΔF represents the error between the actual and theoretical support reactions of the left rear outrigger. D This represents the error between the actual support reaction force and the theoretical support reaction force of the left front outrigger.

[0107] Example 2

[0108] A control system for the reaction force distribution of outriggers on a fire truck with a raised platform is provided, comprising:

[0109] The data acquisition module is used to acquire the extension length, deployment angle, and actual support reaction force value of each outrigger of the fire truck.

[0110] The theoretical support reaction force calculation module is used to obtain the theoretical support reaction force value of each outrigger based on the extension length, deployment angle and vehicle parameters of each outrigger.

[0111] The support reaction force optimization and adjustment module is used to calculate the error between the actual support reaction force value and the theoretical support reaction force value of each outrigger;

[0112] Determine whether the error between the actual support reaction force value and the theoretical support reaction force value of each outrigger is less than the support reaction force error threshold. If so, end the outrigger support reaction force distribution control; otherwise, perform outrigger support reaction force optimization adjustment.

[0113] The leveling module is used to adjust the levelness of the fire truck.

[0114] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0115] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0116] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0117] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0118] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for controlling the reaction force distribution of outriggers on a raised platform fire truck, characterized in that, include: Obtain the extension length, deployment angle, and actual support reaction force value of each outrigger of the fire truck; The theoretical support reaction force value of each outrigger is obtained based on the extension length, deployment angle of each outrigger and vehicle parameters; Calculate the error between the actual support reaction force value and the theoretical support reaction force value of each outrigger; Determine whether the error between the actual support reaction force value and the theoretical support reaction force value of each outrigger is less than the support reaction force error threshold. If so, end the outrigger support reaction force distribution control; otherwise, perform outrigger support reaction force optimization adjustment. Adjust the fire truck's levelness; The outrigger reaction force optimization adjustment includes: S1. The error value between the actual support reaction force value and the theoretical support reaction force value of each outrigger. Sort by size, where 1, 2, 3, 4 represent the outriggers with the largest, second largest, second smallest, and smallest support reaction force errors, respectively; S2. Among the unadjusted outriggers, select the outrigger with the largest error between the actual support reaction force value and the theoretical support reaction force value for adjustment. If the theoretical support reaction force value of that outrigger... Greater than the actual support reaction force If the length is greater than the length, the leg will be extended; otherwise, the leg will be shortened. S3. Obtain the current optimal state adjustment value of the outriggers according to the preset frequency. In the process of unidirectional adjustment, if If the trend is gradually decreasing, continue this unidirectional adjustment until a certain sampling point is reached. If it starts to increase, then the corresponding sampling point The target value of the optimal state of the outrigger is denoted as: And adjust the outrigger in the opposite direction to make Then stop adjusting the outrigger and determine whether the error between the actual and theoretical support reaction force values ​​of each outrigger is less than the support reaction force error threshold. If it is less, end the outrigger support reaction force distribution control; otherwise, return to S2 and apply the control to the remaining outriggers. Adjust the force in descending order until the error between the actual and theoretical support reaction force values ​​of all outriggers is less than the support reaction force error threshold.

2. The method for controlling the reaction force distribution of outriggers of a fire truck according to claim 1, characterized in that, The current optimal state adjustment value is obtained through equation (1). （1） in, , They represent the first The theoretical and actual support reaction force values ​​of each outrigger. 1, 2, 3, and 4 represent the outriggers with the largest, second largest, second smallest, and smallest errors in the theoretical and actual support reactions, respectively.

3. The method for controlling the distribution of outrigger reaction force of a fire truck according to claim 1, characterized in that, The adjustment of the fire truck's levelness includes: The vehicle's levelness is determined by formula (2). （2） in, This refers to the tilt angle of the entire vehicle in the left and right directions. This refers to the tilt angle of the entire vehicle in the front-to-back direction. Vehicle horizontal angle threshold; If equation (2) is true, the leveling adjustment of the fire truck is terminated; otherwise, the tilt angle of one side of the vehicle is adjusted by simultaneously raising the outriggers on one side of the vehicle. If the whole vehicle tilts to the left Then, simultaneously raise the two left outriggers to level the surface. The distance the two outriggers are raised is shown in the following formula: (3) in, To increase the distance of the left rear support leg, The horizontal distance from the left rear outrigger to the vehicle's center of gravity. To increase the distance of the left front support leg, This is the horizontal distance from the left front outrigger to the vehicle's center of gravity. The adjustment method for tilting the vehicle to the right, forward, or backward is the same as the adjustment method for tilting the vehicle to the left.

4. The method for controlling the distribution of outrigger reaction force of a fire truck according to claim 3, characterized in that, The lifting speed of the two outriggers is obtained from equations (4) and (5). （4） in, The reference lifting speed for the left rear support leg. The reference lifting speed for the left front support leg. For distributed control period; （5） in, This is the gain coefficient. This represents the error between the actual and theoretical support reaction forces of the left rear outrigger. This represents the error between the actual support reaction force and the theoretical support reaction force of the left front outrigger.

5. A reaction force distribution control system for outriggers of a fire truck with elevated platforms, characterized in that, include: The data acquisition module is used to acquire the extension length, deployment angle, and actual support reaction force value of each outrigger of the fire truck. The theoretical support reaction force calculation module is used to obtain the theoretical support reaction force value of each outrigger based on the extension length, deployment angle and vehicle parameters of each outrigger. The support reaction force optimization and adjustment module is used to calculate the error between the actual support reaction force value and the theoretical support reaction force value of each outrigger; Determine whether the error between the actual support reaction force value and the theoretical support reaction force value of each outrigger is less than the support reaction force error threshold. If so, end the outrigger support reaction force distribution control; otherwise, perform outrigger support reaction force optimization adjustment. The outrigger reaction force optimization adjustment includes: S1. The error value between the actual support reaction force value and the theoretical support reaction force value of each outrigger. Sort by size, where 1, 2, 3, 4 represent the outriggers with the largest, second largest, second smallest, and smallest support reaction force errors, respectively; S2. Among the unadjusted outriggers, select the outrigger with the largest error between the actual support reaction force value and the theoretical support reaction force value for adjustment. If the theoretical support reaction force value of that outrigger... Greater than the actual support reaction force If the length is greater than the length, the leg will be extended; otherwise, the leg will be shortened. S3. Obtain the current optimal state adjustment value of the outriggers according to the preset frequency. In the process of unidirectional adjustment, if If the trend is gradually decreasing, continue this unidirectional adjustment until a certain sampling point is reached. If it starts to increase, then the corresponding sampling point The target value of the optimal state of the outrigger is denoted as: And adjust the outrigger in the opposite direction to make Then stop adjusting the outrigger and determine whether the error between the actual and theoretical support reaction force values ​​of each outrigger is less than the support reaction force error threshold. If it is less, end the outrigger support reaction force distribution control; otherwise, return to S2 and apply the control to the remaining outriggers. Adjust in descending order until the error between the actual and theoretical support reaction force values ​​of all outriggers is less than the support reaction force error threshold. The leveling module is used to adjust the levelness of the fire truck.

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