Control method, device and system for mobile test bench of multi-axis steering chassis

Abstract

The present invention relates to the field of equipment testing technology, and specifically discloses a control method, device and system for a mobile test bench for a multi-axis steering chassis, including: respectively obtaining the positioning information of the bench body and the motion information of the test piece; performing error calculation according to a preset test path and the position information of the bench body to obtain a correction angle; performing yaw moment balance calculation according to the preset test path and the motion information of the test piece to obtain a compensation angle; performing time lag compensation for the correction angle and the compensation angle respectively to obtain a correction angle allocation control parameter and a compensation angle allocation control parameter; outputting the correction angle control parameter to the correction wheel group and outputting the compensation angle allocation control parameter to the compensation wheel group. The control method for a mobile test bench for a multi-axis steering chassis provided by the present invention can solve the problems of poor path tracking control accuracy and low driving stability caused by a manually driven test bench, and achieve the purpose of improving path tracking accuracy and improving driving stability.

Description

Technical Field

[0001] The present invention relates to the technical field of equipment testing, and in particular to a control method for a multi-axis steering chassis mobile test bench, a control device for the multi-axis steering chassis mobile test bench, and a multi-axis steering chassis mobile test bench system. Background Art

[0002] There is a widespread demand for loading tests on rotating load-bearing parts in the fields of aircraft, automobiles, and other equipment. The dynamic characteristics of load-bearing parts are directly related to the operating performance and safety of related equipment. Therefore, conducting dynamic characteristic test analysis on the rotating load-bearing parts of related equipment and fully understanding their dynamic characteristics are important links in ensuring the operating safety of related equipment. At present, there are multi-axis chassis mobile test benches that can effectively perform relevant dynamic characteristic analysis tests, but the existing test benches rely on manual remote control and on-board driver control of their driving. The test environment is harsh, the efficiency is low, and there are many bottlenecks. It is urgent to carry out intelligent transformation of multi-axis chassis mobile test benches.

[0003] Carrying out dynamic analysis of relevant test pieces on a mobile test bench for a multi-axis steering chassis involves key processes such as maintaining stable driving of the test bench, interference compensation, and actuator lag compensation. The intelligent transformation of these processes can significantly reduce the proportion of manual labor, reduce labor costs, reduce test safety risks, and improve test efficiency.

[0004] The existing control method of mobile test benches for multi-axle chassis relies on manual driving. After the tester instructs the driver to drive the test bench to the designated location, he first performs the corresponding test preparation settings such as loading and dynamic rotation on the test piece according to the test process, and then checks whether the relevant data records are normal. After confirming that they are correct, the driver controls the test bench to drive along the designated route. During the test, the driver also needs to manually maintain the driving stability of the test bench to meet the test requirements. Due to the large time lag problem of the test bench steering actuator, the manual control of the test bench to drive along the designated route has poor control accuracy, which leads to low availability of data collected in the test; the interference input caused by the dynamic steering of the test piece during the test requires the driver to maintain the stable driving of the test bench, and there is a risk of instability; the manual control of the test bench driving steering mode is single, which does not give full play to the advantages of the multi-axle steering chassis, and there is unnecessary energy consumption, which reduces the endurance of the test bench.

[0005] Therefore, how to accurately and efficiently realize the control of the multi-axis steering chassis mobile test bench has become a technical problem that needs to be solved urgently by technical personnel in this field. Summary of the invention

[0006] The present invention provides a control method for a multi-axis steering chassis mobile test bench, a control device for the multi-axis steering chassis mobile test bench and a multi-axis steering chassis mobile test bench system, which solve the problems of unstable control and low efficiency of the test bench in the related art.

[0007] As a first aspect of the present invention, a control method for a multi-axle steering chassis mobile test bench is provided, wherein the control method is applied to a multi-axle steering chassis mobile test bench device, wherein the multi-axle steering chassis mobile test bench device comprises at least a bench body, a deviation correction wheel group, a compensation wheel group and a test piece installed at the bottom of the bench body, and a positioning device installed on the bench body, wherein the positioning device is used to realize positioning of the position information of the bench body, and the control method comprises:

[0008] Respectively acquiring positioning information of the test stand body and movement information of the test piece;

[0009] Perform error calculation according to the preset test path and the position information of the test stand body to obtain the correction angle;

[0010] Perform yaw moment balance calculation according to a preset test path and motion information of the test piece to obtain a compensation angle;

[0011] Performing time lag compensation on the deflection correction angle and the compensation angle respectively to obtain deflection correction angle allocation control parameters and compensation angle allocation control parameters;

[0012] The deflection correction angle control parameter is output to the deflection correction wheel group, and the compensation angle distribution control parameter is output to the compensation wheel group.

[0013] Furthermore, it also includes: determining a steering mode of the test bench body according to a preset test path, and the steering mode of the test bench body includes a front wheel steering mode and a two-end steering mode.

[0014] Furthermore, determining the steering mode of the test bench body according to the preset test path includes:

[0015] determining the curvature of the preset test path;

[0016] Determining whether the curvature of the preset test path is within the curvature threshold range of the mode switching path;

[0017] If the curvature of the preset test path is within the curvature threshold range of the mode switching path, the steering mode of the platform body is determined to be the front-wheel steering mode; otherwise, the steering mode of the platform body is determined to be the two-end steering mode.

[0018] Furthermore, error calculation is performed according to the preset test path and the position information of the test stand body to obtain the correction angle, including:

[0019] Perform error calculation based on the preset test path and the position information of the test stand body to obtain a total deviation correction angle;

[0020] The deflection correction angle of each deflection correction wheel in the deflection correction wheel group involved in deflection correction is determined according to the total deflection correction angle.

[0021] Further, determining the deflection correction angle of each deflection correction wheel in the deflection correction wheel group that participates in deflection correction according to the total deflection correction angle includes:

[0022] Determine a multi-axis steering angle allocation strategy, wherein the distribution relationship expression of the multi-axis steering angle is:

[0023] ;

[0024] The correction angle of each correction wheel in the correction wheel group involved in correction is determined according to the steering mode of the platform body, wherein:

[0025] When the steering mode of the platform body is the front wheel steering mode, the expression of the correction angle of each correction wheel in the correction wheel group is:

[0026] ,

[0027] When the steering mode of the platform body is the two-end steering mode, the expression of the correction angle of each correction wheel involved in the correction of the correction wheel group is:

[0028] ,

[0029] in, Indicates the serial number of the correction wheel. Indicates the deviation correction wheel Distance to the steering center, , represents the total deflection correction angle, Indicates that it is assigned to the correcting wheel The correction angle.

[0030] Further, a yaw moment balance calculation is performed according to a preset test path and the motion information of the test piece to obtain a compensation angle, including:

[0031] Determining a current steering mode of the gantry body;

[0032] The compensation angle corresponding to the steering mode is determined according to the current steering mode of the platform body and the lateral force compensation strategy.

[0033] Further, determining a compensation angle corresponding to the steering mode according to the current steering mode of the platform body and the lateral force compensation strategy includes:

[0034] Determine a corresponding torque balance equation according to the current steering mode of the test platform body;

[0035] determining a target compensation torque according to the lateral force compensation strategy;

[0036] The corresponding torque balance equation is determined according to the target compensation torque and the current steering mode of the platform body to determine the compensation angle corresponding to the steering mode.

[0037] Furthermore, the deflection correction angle and the compensation angle are respectively subjected to time lag compensation to obtain deflection correction angle allocation control parameters and compensation angle allocation control parameters, including:

[0038] Determine the time delay compensation strategy based on the turning angle prediction method;

[0039] Obtaining a deviation correction angle allocation control parameter and a compensation angle allocation control parameter according to the time lag compensation strategy;

[0040] Among them, determining the time lag compensation strategy according to the turning angle prediction method includes: obtaining the turning angle prediction sequence in the prediction time domain according to the solution of the turning angle polynomial satisfied in the prediction time domain, and the turning angle prediction sequence includes the correction turning angle prediction sequence and the compensation turning angle prediction sequence.

[0041] As another aspect of the present invention, a control device for a multi-axis steering chassis mobile test bench is provided, which is used to implement the control method of the multi-axis steering chassis mobile test bench described above, wherein the control device is applied to a multi-axis steering chassis mobile test bench device, the multi-axis steering chassis mobile test bench device at least includes a bench body, a correction wheel group, a compensation wheel group and a test piece installed at the bottom of the bench body, and a positioning device installed on the bench body, the positioning device is used to realize the positioning of the position information of the bench body, and the control device includes:

[0042] An acquisition module, used to respectively acquire the positioning information of the test stand body and the motion information of the test piece;

[0043] A deflection correction angle module, used to calculate the error according to the preset test path and the position information of the test stand body to obtain the deflection correction angle;

[0044] A compensation angle module, used to perform yaw moment balance calculation according to a preset test path and motion information of the test piece to obtain a compensation angle;

[0045] A time lag compensation module, used to perform time lag compensation on the deflection correction angle and the compensation angle respectively, and obtain a deflection correction angle allocation control parameter and a compensation angle allocation control parameter;

[0046] An output module is used to output the deflection correction angle control parameter to the deflection correction wheel group and to output the supplementary angle control parameter to the compensation wheel group.

[0047] As another aspect of the present invention, a multi-axle steering chassis mobile test bench system is provided, which includes: a multi-axle steering chassis mobile test bench device and a control device for the multi-axle steering chassis mobile test bench as described above;

[0048] The multi-axle steering chassis mobile test bench device at least includes a bench body, a deviation correction wheel group, a compensation wheel group and a test piece installed at the bottom of the bench body, and a positioning device installed on the bench body, wherein the positioning device is used to realize the positioning of the position information of the bench body;

[0049] The control device of the multi-axis steering chassis mobile test bench is installed on the bench body and connected to the positioning device, the correcting wheel group and the compensating wheel group. It is used to determine the correcting angle allocation control parameters and the compensation angle allocation control parameters according to the positioning information of the bench body and the operation information of the test piece, and output the correcting angle control parameters to the correcting wheel group and output the compensation angle control parameters to the compensating wheel group to control the correcting wheel group and the compensating wheel group.

[0050] The control method of the multi-axis steering chassis mobile test bench provided by the present invention, the lateral force compensation strategy designed for the multi-axis steering chassis mobile test bench device can effectively reduce the influence of the lateral force interference input caused by the dynamic rotation of the test piece on the driving stability of the test bench; multiple steering modes can dynamically adjust the number of steering axes according to the path curvature while meeting the path tracking requirements of different curvatures to improve the endurance of the test bench; the steering actuator time lag compensation strategy is designed to effectively eliminate the adverse effects of steering time lag on path tracking and lateral force compensation. Therefore, the control method of the multi-axis steering chassis mobile test bench provided by the present invention can solve the problems of poor path tracking control accuracy and low driving stability caused by the manually driven test bench, and achieve the purpose of improving path tracking accuracy and driving stability. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] The accompanying drawings are used to provide further understanding of the present invention and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present invention, but do not constitute a limitation of the present invention.

[0052] Figure 1a This is a structural side view of the axle-steering chassis mobile test bench device provided by the present invention.

[0053] Figure 1b This is a structural front view of the axle-steering chassis mobile test bench device provided by the present invention.

[0054] Figure 2 The present invention provides a flow chart of a control method for a multi-axle steering chassis mobile test bench.

[0055] Figure 3 A flow chart for obtaining the deflection correction angle provided by the present invention.

[0056] Figure 4 This is a schematic diagram of the steering model structure of the test bench provided by the present invention.

[0057] Figure 5 A flow chart for obtaining a compensation angle provided by the present invention.

[0058] Figure 6 A flow chart for determining a corresponding compensation angle according to a steering mode of a platform body provided by the present invention.

[0059] Figure 7 A flow chart of the present invention for performing time lag compensation on the deflection correction angle and the compensation angle.

[0060] Figure 8 This is a structural block diagram of the control device of the multi-axis steering chassis mobile test bench provided by the present invention.

[0061] Fig. 9 This is a structural block diagram of the multi-axis steering chassis mobile test bench system provided by the present invention.

[0062] Fig.10 This is the electrical connection diagram of the test bench provided by the present invention.

[0063] Fig.11 A specific working flow chart of the control device of the multi-axle steering chassis mobile test bench provided by the present invention. DETAILED DESCRIPTION

[0064] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0065] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiment of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiment of the present invention. Obviously, the described embodiment is only a part of the embodiment of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work should fall within the scope of protection of the present invention.

[0066] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so as to describe the embodiments of the present invention described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0067] In this embodiment, a control method for a multi-axle steering chassis mobile test bench is provided, which is applied to a multi-axle steering chassis mobile test bench device, such as Figure 1a and Figure 1b As shown, the multi-axle steering chassis mobile test bench device at least includes a bench body, a correction wheel group, a compensation wheel group and a test piece installed at the bottom of the bench body, and a positioning device installed on the bench body, wherein the positioning device is used to realize the positioning of the position information of the bench body. Figure 2 : is a flow chart of a control method of a multi-axis steering chassis mobile test bench provided according to an embodiment of the present invention. Figure 2 As shown, the control method includes:

[0068] S100, respectively obtaining positioning information of the test stand body and movement information of the test piece;

[0069] In an embodiment of the present invention, the positioning device can locate the position information of the test stand body in real time, and the positioning device can be specifically an inertial navigation module. The motion information of the test piece can be specifically obtained by the loading power module. The motion information of the test piece can specifically include the rotation angle and lateral force.

[0070] S200, performing error calculation according to a preset test path and position information of the test stand body to obtain a deviation correction angle;

[0071] In an embodiment of the present invention, the bench body itself operates according to a preset test path, and deviations may occur during the operation. Therefore, an error calculation can be performed based on the preset test path and the real-time position information of the bench body to determine the degree of deviation of the bench body, and a correction angle can be obtained based on the deviation degree for use in correcting the deviation of the bench body.

[0072] S300, performing yaw moment balance calculation according to a preset test path and motion information of the test piece to obtain a compensation angle;

[0073] In the embodiment of the present invention, since the test piece may cause lateral force interference to the test stand body due to dynamic rotation during the test, a yaw moment balance calculation is performed according to a preset test path and motion information of the test piece to compensate for the lateral force interference.

[0074] S400, respectively performing time lag compensation on the deflection correction angle and the compensation angle to obtain a deflection correction angle allocation control parameter and a compensation angle allocation control parameter;

[0075] It should be understood that in order to eliminate the steering execution response lag and make full use of the characteristics of independent control of the multi-axis steering chassis angle and convenient acquisition of real-time wheel angle, by performing time lag compensation for the correction angle and the compensation angle, the correction angle allocation control parameters and the compensation angle allocation control parameters can be obtained to achieve separate control of the correction wheel group and the compensation wheel group.

[0076] S500, outputting the deflection correction angle control parameter to the deflection correction wheel group and outputting the compensation angle allocation control parameter to the compensation wheel group.

[0077] In an embodiment of the present invention, the deflection correction wheel group is controlled according to the deflection correction angle control parameter, and the compensation wheel group is controlled according to the compensation angle allocation control parameter.

[0078] In summary, the control method of the multi-axis steering chassis mobile test bench provided by the present invention and the lateral force compensation strategy designed for the multi-axis steering chassis mobile test bench device can effectively reduce the influence of the lateral force interference input caused by the dynamic rotation of the test piece on the driving stability of the test bench; multiple steering modes can dynamically adjust the number of steering axes according to the path curvature while meeting the path tracking requirements of different curvatures to improve the endurance of the test bench; the steering actuator time lag compensation strategy is designed to effectively eliminate the adverse effects of steering time lag on path tracking and lateral force compensation. Therefore, the control method of the multi-axis steering chassis mobile test bench provided by the present invention can solve the problems of poor path tracking control accuracy and low driving stability caused by the manually driven test bench, and achieve the purpose of improving path tracking accuracy and improving driving stability.

[0079] In an embodiment of the present invention, the control method of the multi-axle steering chassis mobile test bench of the embodiment of the present invention also includes: determining the steering mode of the bench body according to a preset test path, and the steering mode of the bench body includes a front wheel steering mode and a two-end steering mode.

[0080] It should be understood that the real-time test bench position and surrounding environment information are obtained according to the positioning device and the sensing device respectively. The chassis status feedback includes the real-time steering angle of each correcting wheel and the motion information of the test piece (steering angle and lateral force). In order to give full play to the advantages of the multi-axis steering chassis and to ensure the path tracking accuracy as a prerequisite, the energy utilization efficiency of the test bench is improved, and a steering mode switching strategy is designed to select different steering modes according to the curvature of the predetermined test path.

[0081] Specifically, determining the steering mode of the test bench body according to the preset test path includes:

[0082] 1) determining the curvature of the preset test path;

[0083] 2) determining whether the curvature of the preset test path is within the curvature threshold range of the mode switching path;

[0084] 3) If the curvature of the preset test path is within the curvature threshold range of the mode switching path, the steering mode of the test bench body is determined to be the front-wheel steering mode; otherwise, the steering mode of the test bench body is determined to be the two-end steering mode.

[0085] Select different steering modes according to the curvature of the predetermined test path :

[0086] ,

[0087] in, Indicates the mode switching path curvature threshold. When the reference path curvature In the interval [ , ], select the front wheel steering mode (FrontMode), in which the steering actuator uses axis one and axis two; in other cases, select the two-end steering mode (TwoMode), in which the steering actuator uses axis one, axis two, axis seven, and axis eight.

[0088] In the embodiment of the present invention, the error calculation is performed according to the preset test path and the position information of the test stand body to obtain the correction angle, such as Figure 3 As shown, including:

[0089] S210, performing error calculation according to the preset test path and the position information of the test stand body to obtain a total deviation correction angle;

[0090] In an embodiment of the present invention, in order to ensure better path tracking control accuracy, the following path tracking strategy is designed, in which the PID controller uses the position error between the test bench position information input by the positioning device and the preset test path to calculate and output the total correction angle, and then distributes the total correction angle to determine the correction angle value of each steering axis involved in the correction.

[0091] S220, determining the deflection correction angle of each deflection correction wheel in the deflection correction wheel group that participates in deflection correction according to the total deflection correction angle.

[0092] In order to ensure that the steering wheels used are worn to a minimum during the steering process, a multi-axis steering angle allocation strategy is designed. Specifically, the correction angle of each correction wheel in the correction wheel group that participates in the correction is determined according to the total correction angle, including:

[0093] Determine the multi-axis steering angle allocation strategy, where Figure 4 As shown, the distribution relationship expression of the multi-axis steering angle is:

[0094] ;

[0095] The correction angle of each correction wheel in the correction wheel group involved in correction is determined according to the steering mode of the platform body, wherein:

[0096] When the steering mode of the platform body is the front wheel steering mode, the expression of the correction angle of each correction wheel in the correction wheel group is:

[0097] ,

[0098] When the steering mode of the platform body is the two-end steering mode, the expression of the correction angle of each correction wheel involved in the correction of the correction wheel group is:

[0099] ,

[0100] in, Indicates the serial number of the correction wheel. Indicates the deviation correction wheel Distance to the steering center, , represents the total deflection correction angle, Indicates that it is assigned to the correcting wheel The correction angle.

[0101] In order to compensate for the lateral force interference on the test bench caused by the dynamic rotation of the test piece during the test and ensure the stable driving of the test platform, the following lateral force compensation strategies are designed according to different steering modes.

[0102] Specifically, the yaw moment balance calculation is performed according to the preset test path and the motion information of the test piece to obtain the compensation angle, such as Figure 5 As shown, including:

[0103] S310, determining the current steering mode of the platform body;

[0104] It should be understood that the steering modes of the platform body in the embodiment of the present invention include a front wheel steering mode and a two-end steering mode, so it is necessary to first determine which steering mode the platform body is currently in.

[0105] S320: Determine a compensation angle corresponding to the steering mode according to the current steering mode of the platform body and the lateral force compensation strategy.

[0106] In the embodiment of the present invention, the corresponding compensation angle is determined according to different steering modes of the platform body and the lateral force compensation strategy.

[0107] Specifically, the compensation angle corresponding to the steering mode is determined according to the current steering mode of the platform body and the lateral force compensation strategy, such as Figure 6 As shown, including:

[0108] S321, determining a corresponding torque balance equation according to the current steering mode of the test platform body;

[0109] Specifically, when the current steering mode of the platform body is the front wheel steering mode, the corresponding torque balance equation is:

[0110] ,

[0111] When the current steering mode of the platform body is the two-end steering mode, the corresponding torque balance equation is:

[0112] ,

[0113] in, Indicates the lateral force of a single wheel (2 in total) on axle 1, It represents the distance from axis 1 to the center of mass of the test bench; Indicates the lateral force of a single wheel (2 in total) on axle 2, It represents the distance from axis 2 to the center of mass of the test bench; Indicates the lateral force of the single wheel of axis 7 (2 in total), Indicates the lateral force of the single wheel of axis eight (2 in total), It represents the distance from axis 7 to the center of mass of the test bench. represents the distance from axis eight to the center of mass of the test bench, Indicates axis The tire steering angle, where the lateral force is given by Calculate, where Indicates axis Tire cornering stiffness; represents the lateral force of the test piece, Indicates the rotation angle of the test piece, provided by the test piece loading power module. Indicates the distance from the test piece installation position to the center of mass of the test bench; represents the moment of inertia of the test bench around the z-axis, represents the yaw angular acceleration of the test bench; Indicates the compensation torque.

[0114] S322, determining a target compensation torque according to the lateral force compensation strategy;

[0115] In the embodiment of the present invention, the test bench uses the third, fourth, fifth and sixth axes as lateral force compensation wheels. The force analysis shows that the compensation torque must satisfy the following formula:

[0116] ,

[0117] in, They represent the lateral forces of the compensation wheels of axes 3 and 4 and the lateral forces of the compensation wheels of axes 5 and 6, respectively. Respectively represent the distances from axis 3, 4 and axis 5, 6 to the center of mass of the test bench, They respectively represent the compensation wheel rotation angles of axes three and four and the compensation wheel rotation angles of axes five and six.

[0118] S323, determining a corresponding torque balance equation according to the target compensation torque and the current steering mode of the platform body to determine a compensation angle corresponding to the steering mode.

[0119] In the embodiment of the present invention, it is considered that the multi-axis steering angle must satisfy:

[0120] ,

[0121] Substitute the conditions that the multi-axis steering angle needs to satisfy into the above compensation torque formula, and combine the torque balance equation corresponding to the front wheel steering mode and the torque balance equation corresponding to the two-end steering mode to obtain the steering angle of each compensation wheel. as well as The expression that needs to be satisfied is:

[0122] When the current steering mode of the platform body is the front wheel steering mode, it is necessary to meet the following conditions:

[0123] ;

[0124] When the current steering mode of the platform body is the two-end steering mode, it is necessary to meet the following conditions:

[0125] .

[0126] In the embodiment of the present invention, the time lag compensation is performed on the deflection correction angle and the compensation angle respectively to obtain the deflection correction angle allocation control parameter and the compensation angle allocation control parameter, such as Figure 7 As shown, including:

[0127] S410, determining a time delay compensation strategy according to a turning angle prediction method;

[0128] S420, obtaining a correction angle allocation control parameter and a compensation angle allocation control parameter according to the time lag compensation strategy;

[0129] Among them, determining the time lag compensation strategy according to the turning angle prediction method includes: obtaining the turning angle prediction sequence in the prediction time domain according to the solution of the turning angle polynomial satisfied in the prediction time domain, and the turning angle prediction sequence includes the correction turning angle prediction sequence and the compensation turning angle prediction sequence.

[0130] In the embodiment of the present invention, in order to eliminate the steering execution response lag, the following steering lag compensation strategy is designed by making full use of the characteristics of independent control of the multi-axis steering chassis angle and convenient acquisition of the real-time wheel angle. Assume that the prediction time domain is [0, t], the step size is T, and assume that the steering angle in the prediction time domain [0, t] satisfies the relationship of the quadratic polynomial:

[0131] ,

[0132] Among them, k1, k2 and k3 are all polynomial coefficients to be calculated. Substituting the data of the historical correction angle sampling points at -t and -2t and the correction angle at the current moment into the above quadratic polynomial, we can get:

[0133] ,

[0134] Simplifying the above formulas together, we can get the expression for calculating the coefficients k1, k2 and k3 of the polynomial to be determined:

[0135] .

[0136] Substituting the angle polynomial into the corresponding time point can obtain the predicted angle of each calculation step in the prediction time domain. , and then get the corner prediction sequence ,choose The actual output is executed and the prediction time domain length t is determined according to the actual time delay of the steering actuator of the test bench.

[0137] The correction angle of each steering axis output by the path tracking strategy and the compensation wheel angle output by the lateral force compensation strategy are subjected to the time lag compensation strategy to obtain the predicted values ​​of the correction angle and compensation angle of each wheel, which are input into the chassis control to execute each wheel independently.

[0138] In summary, the control method of the multi-axis steering chassis mobile test bench provided by the present invention and the lateral force compensation strategy designed for the multi-axis steering chassis mobile test bench device can effectively reduce the influence of the lateral force interference input caused by the dynamic rotation of the test piece on the driving stability of the test bench; multiple steering modes can meet the path tracking requirements of different curvatures and dynamically adjust the number of steering axes according to the path curvature to improve the endurance of the test bench; a steering actuator lag compensation strategy is designed to effectively eliminate the adverse effects of steering lag on path tracking and lateral force compensation.

[0139] As another embodiment of the present invention, a control device for a multi-axis steering chassis mobile test bench is provided, which is used to implement the control method of the multi-axis steering chassis mobile test bench described above, wherein the control device is applied to a multi-axis steering chassis mobile test bench device, and the multi-axis steering chassis mobile test bench device at least includes a bench body, a correction wheel group, a compensation wheel group and a test piece installed at the bottom of the bench body, and a positioning device installed on the bench body, and the positioning device is used to realize the positioning of the position information of the bench body, such as Figure 8 As shown, the control device 100 includes:

[0140] An acquisition module 110 is used to respectively acquire the positioning information of the test stand body and the motion information of the test piece;

[0141] A deflection correction angle module 120 is used to calculate the error according to the preset test path and the position information of the test stand body to obtain a deflection correction angle;

[0142] A compensation angle module 130 is used to perform yaw moment balance calculation according to a preset test path and motion information of the test piece to obtain a compensation angle;

[0143] A time lag compensation module 140 is used to perform time lag compensation on the deflection correction angle and the compensation angle respectively to obtain a deflection correction angle allocation control parameter and a compensation angle allocation control parameter;

[0144] The output module 150 is used to output the correction angle control parameter to the correction wheel group and output the supplementary angle control parameter to the compensation wheel group.

[0145] The control device of the multi-axis steering chassis mobile test bench provided by the present invention, the lateral force compensation strategy designed for the multi-axis steering chassis mobile test bench device can effectively reduce the influence of the lateral force interference input caused by the dynamic rotation of the test piece on the driving stability of the test bench; multiple steering modes can dynamically adjust the number of steering axes according to the path curvature while meeting the path tracking requirements of different curvatures to improve the endurance of the test bench; the steering actuator time lag compensation strategy is designed to effectively eliminate the adverse effects of steering time lag on path tracking and lateral force compensation. Therefore, the control device of the multi-axis steering chassis mobile test bench provided by the present invention can solve the problems of poor path tracking control accuracy and low driving stability caused by the manually driven test bench, and achieve the purpose of improving path tracking accuracy and driving stability.

[0146] The specific working principle of the control device of the multi-axis steering chassis mobile test bench provided by the present invention can be referred to the description of the control method of the multi-axis steering chassis mobile test bench in the previous text, which will not be repeated here.

[0147] As another embodiment of the present invention, a multi-axle steering chassis mobile test bench system 10 is provided, wherein Fig. 9 As shown, it includes: a multi-axle steering chassis mobile test bench device 200 and the control device 100 of the multi-axle steering chassis mobile test bench described above;

[0148] The multi-axle steering chassis mobile test bench device 200 comprises at least a bench body, a deviation correction wheel set, a compensation wheel set and a test piece installed at the bottom of the bench body, and a positioning device installed on the bench body, wherein the positioning device is used to realize the positioning of the position information of the bench body;

[0149] The control device 100 of the multi-axis steering chassis mobile test bench is installed on the bench body and connected to the positioning device, the correcting wheel group and the compensating wheel group. It is used to determine the correcting angle allocation control parameters and the compensation angle allocation control parameters according to the positioning information of the bench body and the operation information of the test piece, and output the correcting angle control parameters to the correcting wheel group and output the compensation angle control parameters to the compensating wheel group to control the correcting wheel group and the compensating wheel group.

[0150] In the embodiment of the present invention, the multi-axle steering chassis mobile test bench device 200 further includes a sensing device, which is used to sense obstacle information around the bench body, and update the preset test path according to the obstacle information around the bench body.

[0151] Specifically, the sensing device may be a millimeter wave radar, a laser radar, or the like.

[0152] In an embodiment of the present invention, the test bench body of the multi-axis steering chassis mobile test bench device 200 may specifically include a correction wheel group 2 and a compensation wheel group 1; the electrical cabinet 3 is used to install the intelligent driving system hardware equipment: an industrial computer 12 and an inertial navigation module 11; a laser radar 6 is installed at the head and tail of the test bench, and a millimeter wave radar 7 is installed at the head; the test piece 4 is installed on the loading power module 5, and the loading power module 5 independently controls its rotation around its fixed axis, and at the same time controls its regular left and right swing; the wheel assembly module 8 includes: a wheel, an angle sensor 9, a drive motor and a steering motor.

[0153] It should be noted that, in the embodiment of the present invention, the inertial navigation module 11 can be implemented by using the combined inertial navigation system of CGI-830 produced by China Measurement.

[0154] Combination Fig.10 The electrical connection diagram of the test bench shown and Fig.11 The specific work flow chart of the control device 100 shown in the figure shows that the loading power module 5, laser radar 6, millimeter wave radar 7, angle sensor 9, and inertial navigation module 11 are connected to the industrial computer for data exchange. The industrial computer is deployed with software modules such as positioning, perception, and control. The positioning module receives navigation information from a positioning device such as the inertial navigation module 11, updates the test bench position information in real time and sends it to the control device. The perception module receives data from the perception device (laser radar 6, millimeter wave radar 7), and outputs obstacle information around the test bench to the control device 100 in real time. The control device 100 combines the test bench position information input by the positioning, the obstacle information input by the perception module, the real-time correction wheel angle input by the angle sensor 9, and the motion information of the test piece input by the loading power module 5, and solves the control amount and the compensation amount and sends them to the wheel assembly module 8. The wheel assembly module 8 controls the correction wheel group 2 to perform steering action in combination with the control amount to ensure that the test bench travels along the predetermined path. The wheel assembly module 8 controls the compensation wheel 1 to rotate to a corresponding compensation angle in combination with the compensation amount, so as to compensate for the lateral force interference introduced by the dynamic rotation of the test piece 4 and ensure the driving stability of the test bench.

[0155] It should be noted that, in the embodiment of the present invention, the loading power module 5 may specifically include a hydraulic mechanism and a data acquisition mechanism. The hydraulic mechanism may have the freedom to move up and down and rotate left and right. By applying downward pressure, the vertical force between the test piece and the ground can reach the desired magnitude, and by rotating left and right, the left and right deflection of the test piece can be controlled. The data acquisition mechanism may specifically collect the magnitude of the force and the angle of the test piece in each direction in real time and upload the obstacle information around the test bench to the control device 100. It should be understood that the data acquisition mechanism may specifically include a force sensor and an angle sensor, etc.

[0156] In summary, the multi-axis steering chassis mobile test bench system provided by the present invention can ensure that the multi-axis steering chassis mobile test bench and its autonomous driving along a predetermined path are accurate, stable and efficient. Specifically, different steering modes are selected by referring to the size of the path curvature, and the number of steering axes is dynamically adjusted to reduce energy consumption, so as to increase the endurance time of the test bench; a lateral force compensation strategy is designed based on the torque balance concept, and the interference input brought to the vehicle-mounted test bench by the dynamic rotation of the test piece is compensated in real time during the test, thereby improving the driving stability of the test bench; a time lag compensation strategy is designed based on the turning angle prediction method to eliminate the adverse effects of steering execution response lag on path tracking and lateral force compensation.

[0157] The specific working principle of the multi-axis steering chassis mobile test bench system provided by the present invention can be referred to the description of the control method of the multi-axis steering chassis mobile test bench in the previous text, which will not be repeated here.

[0158] It is to be understood that the above embodiments are merely exemplary embodiments used to illustrate the principles of the present invention, but the present invention is not limited thereto. For those of ordinary skill in the art, various modifications and improvements can be made without departing from the spirit and essence of the present invention, and these modifications and improvements are also considered to be within the scope of protection of the present invention.

Claims

1. A control method for a multi-axis steering chassis mobile test bench, characterized in that: Applied to a multi-axle steering chassis mobile test bench device, the multi-axle steering chassis mobile test bench device at least includes a bench body, a deviation correction wheel group, a compensation wheel group and a test piece installed at the bottom of the bench body, and a positioning device installed on the bench body, the positioning device is used to realize the positioning of the position information of the bench body, and the control method includes: Respectively acquiring positioning information of the test stand body and movement information of the test piece; Perform error calculation according to the preset test path and the position information of the test stand body to obtain the correction angle; Perform yaw moment balance calculation according to a preset test path and motion information of the test piece to obtain a compensation angle; Performing time lag compensation on the deflection correction angle and the compensation angle respectively to obtain deflection correction angle allocation control parameters and compensation angle allocation control parameters; Outputting the deflection correction angle control parameter to the deflection correction wheel group and outputting the compensation angle distribution control parameter to the compensation wheel group; The yaw moment balance calculation is performed according to the preset test path and the motion information of the test piece to obtain the compensation angle, including: Determining a current steering mode of the gantry body; The compensation angle corresponding to the steering mode is determined according to the current steering mode of the platform body and the lateral force compensation strategy.

2. The control method of the multi-axis steering chassis mobile test bench according to claim 1 is characterized in that: Also includes: The steering mode of the test bench body is determined according to a preset test path, and the steering mode of the test bench body includes a front wheel steering mode and a two-end steering mode.

3. The control method of the multi-axle steering chassis mobile test bench according to claim 2 is characterized in that: Determine the steering mode of the test bench body according to the preset test path, including: determining the curvature of the preset test path; Determining whether the curvature of the preset test path is within a mode switching path curvature threshold range; If the curvature of the preset test path is within the curvature threshold range of the mode switching path, the steering mode of the platform body is determined to be the front-wheel steering mode; otherwise, the steering mode of the platform body is determined to be the two-end steering mode.

4. The control method of the multi-axle steering chassis mobile test bench according to claim 1 is characterized in that: The error calculation is performed according to the preset test path and the position information of the test stand body to obtain the correction angle, including: Perform error calculation based on the preset test path and the position information of the test stand body to obtain a total deviation correction angle; The deflection correction angle of each deflection correction wheel in the deflection correction wheel group involved in deflection correction is determined according to the total deflection correction angle.

5. The control method of the multi-axle steering chassis mobile test bench according to claim 4 is characterized in that: Determining the deflection correction angle of each deflection correction wheel in the deflection correction wheel group according to the total deflection correction angle includes: Determine a multi-axis steering angle allocation strategy, wherein the distribution relationship expression of the multi-axis steering angle is: The correction angle of each correction wheel in the correction wheel group involved in correction is determined according to the steering mode of the platform body, wherein: When the steering mode of the platform body is the front wheel steering mode, the expression of the correction angle of each correction wheel in the correction wheel group is: When the steering mode of the platform body is the two-end steering mode, the expression of the correction angle of each correction wheel involved in the correction of the correction wheel group is: in, Indicates the serial number of the correction wheel. Indicates the deviation correction wheel Distance to the steering center, , represents the total deflection correction angle, Indicates that it is assigned to the correcting wheel The correction angle.

6. The control method of the multi-axle steering chassis mobile test bench according to claim 1 is characterized in that: Determining a compensation angle corresponding to the steering mode according to the current steering mode of the platform body and the lateral force compensation strategy includes: Determine a corresponding torque balance equation according to the current steering mode of the test platform body; determining a target compensation torque according to the lateral force compensation strategy; The corresponding torque balance equation is determined according to the target compensation torque and the current steering mode of the platform body to determine the compensation angle corresponding to the steering mode.

7. The control method of the multi-axle steering chassis mobile test bench according to claim 1 is characterized in that: The time lag compensation is performed on the deflection correction angle and the compensation angle respectively to obtain a deflection correction angle allocation control parameter and a compensation angle allocation control parameter, including: Determine the time delay compensation strategy based on the turning angle prediction method; Obtaining a deviation correction angle allocation control parameter and a compensation angle allocation control parameter according to the time lag compensation strategy; Among them, determining the time lag compensation strategy according to the turning angle prediction method includes: obtaining the turning angle prediction sequence in the prediction time domain according to the solution of the turning angle polynomial satisfied in the prediction time domain, and the turning angle prediction sequence includes the correction turning angle prediction sequence and the compensation turning angle prediction sequence.

8. A control device for a multi-axle steering chassis mobile test bench, used to implement the control method for a multi-axle steering chassis mobile test bench according to any one of claims 1 to 7, characterized in that: Applied to a multi-axle steering chassis mobile test bench device, the multi-axle steering chassis mobile test bench device at least includes a bench body, a correction wheel group, a compensation wheel group and a test piece installed at the bottom of the bench body, and a positioning device installed on the bench body, the positioning device is used to realize the positioning of the position information of the bench body, and the control device includes: An acquisition module, used to respectively acquire the positioning information of the test stand body and the motion information of the test piece; A deflection correction angle module, used to calculate the error according to the preset test path and the position information of the test stand body to obtain the deflection correction angle; A compensation angle module, used to perform yaw moment balance calculation according to a preset test path and motion information of the test piece to obtain a compensation angle; A time lag compensation module, used to perform time lag compensation on the deflection correction angle and the compensation angle respectively, and obtain a deflection correction angle allocation control parameter and a compensation angle allocation control parameter; An output module is used to output the deflection correction angle control parameter to the deflection correction wheel group and to output the supplementary angle control parameter to the compensation wheel group.

9. A multi-axle steering chassis mobile test bench system, characterized in that: include: A multi-axle steering chassis mobile test bench device and a control device for the multi-axle steering chassis mobile test bench as claimed in claim 8; The multi-axle steering chassis mobile test bench device at least includes a bench body, a deviation correction wheel group, a compensation wheel group and a test piece installed at the bottom of the bench body, and a positioning device installed on the bench body, wherein the positioning device is used to realize the positioning of the position information of the bench body; The control device of the multi-axis steering chassis mobile test bench is installed on the bench body and connected to the positioning device, the correcting wheel group and the compensating wheel group. It is used to determine the correcting angle allocation control parameters and the compensation angle allocation control parameters according to the positioning information of the bench body and the operation information of the test piece, and output the correcting angle control parameters to the correcting wheel group and output the compensation angle control parameters to the compensating wheel group to control the correcting wheel group and the compensating wheel group.

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