Vehicle-mounted ground penetrating radar attitude compensation device and control method

Abstract

The invention discloses a vehicle-mounted ground penetrating radar attitude compensation device and a control method, and belongs to the technical field of ground penetrating radar detection. The attitude compensation device comprises a control mechanism and a monitoring system, the control mechanism comprises a radar supporting part and a vehicle-mounted supporting part, the radar supporting part is connected with the vehicle-mounted supporting part through a buffer compensation part, the buffer compensation part comprises a mechanical telescopic structure, and the two ends of the mechanical telescopic structure are connected with the radar supporting part and the vehicle-mounted supporting part respectively; the monitoring system is arranged on the radar supporting part and comprises an IMU sensor, a laser range finder and a data processor. The IMU sensor, the laser range finder, the data processor and the like of the monitoring system are utilized, pose information is fed back in time through information monitoring, and the compensation device is controlled to carry out pose compensation by analyzing motion data, so that the platform is always located at a horizontal position with a certain distance from the ground; the detection precision and the anti-interference capability of the ground penetrating radar system are obviously improved, and different road conditions are flexibly coped with.

Description

Technical Field

[0001] The present invention belongs to the technical field of ground penetrating radar detection, and more specifically, relates to a vehicle-mounted ground penetrating radar attitude compensation device and a control method. Background Art

[0002] Ground Penetrating Radar (GPR) is a non-destructive detection technology that uses electromagnetic waves to detect underground targets. Due to its high resolution, rapid detection and non-destructive characteristics for underground structures, it is widely used in road detection, tunnel monitoring, bridge maintenance, underground pipeline positioning and other fields. With the rapid development of transportation infrastructure, traditional static detection methods are gradually unable to meet the requirements of efficient detection. The demand for the use of ground penetrating radar systems is increasing, especially in road detection. Vehicle-mounted ground penetrating radar is an efficient dynamic detection method. By integrating the ground penetrating radar system into the vehicle, it can complete real-time detection of large areas during driving. The ground penetrating radar carried by the vehicle is used to detect road surface structures and defects in real time. In order to meet the high-speed, accurate and real-time requirements of modern traffic detection, the ground penetrating radar system is developing in the direction of miniaturization and high speed, and is applied in the vehicle environment for non-contact detection.

[0003] However, in actual application, ground-penetrating radar equipment is subject to various interferences generated during vehicle driving, especially the vibration and tilt of the vehicle caused by the uneven road surface, which makes the detection signal of the ground-penetrating radar easily interfered, thus affecting the accuracy of the data. The jitter generated during vehicle driving will cause signal deviation and distortion. When the vehicle is driving on an uneven road, the vibration of the vehicle body will cause the relative position of the detection antenna of the ground-penetrating radar to change with the ground, especially the vertical offset. This change will distort the radar's transmission and reception signals, affecting the accurate detection of underground targets; because the changes in the tilt angle and vibration amplitude of the vehicle body are difficult to accurately estimate in real time, the detection data of the radar system is unstable.

[0004] Traditional ground-penetrating radar systems are difficult to effectively deal with vibration interference during vehicle driving, especially in complex road conditions, such as potholes or sharp turns, where the severe shaking of the vehicle may cause a significant decrease in detection accuracy. Although there are technical research and developments in the prior art to deal with such problems, such as the road disease detection device based on ground-penetrating radar and the data processing method and system for ground-penetrating radar data disclosed in the prior art, in order to ensure the accuracy of the acquired equipment data, the compensation measures mainly rely on software data processing and fixed installation structures. Its compensation capacity is limited, and it is difficult to dynamically compensate for vehicle vibration in real time and effectively, and it cannot meet the requirements for high precision and high efficiency in modern transportation infrastructure detection. Summary of the invention

[0005] The present invention aims at solving the technical problems existing in the prior art and provides a vehicle-mounted ground penetrating radar attitude compensation device and a control method.

[0006] In order to solve the above technical problems, the present invention first provides a vehicle-mounted ground penetrating radar attitude compensation device, including a control mechanism and a monitoring system; The control mechanism includes a radar support part and a vehicle support part, the radar support part is connected to the vehicle support part through a buffer compensation part, the buffer compensation part includes a mechanical telescopic structure, and both ends of the mechanical telescopic structure are respectively connected to the radar support part and the vehicle support part; The monitoring system is arranged on the radar support part, and the monitoring system includes an IMU sensor, a laser rangefinder, and a data processor. The IMU sensor and the laser rangefinder are used to monitor the frame posture information and transmit it to the data processor. The data processor is used to receive the frame posture information and control the control mechanism to perform compensation actions.

[0007] Preferably, the buffer compensation part comprises an electric push rod, the electric push rod comprises a telescopic rod, and the telescopic rod is connected to a limit structure, a driving structure and a stroke control structure; A plurality of electric push rods are arranged, and the plurality of electric push rods are evenly arranged on the periphery of the radar support part and are rotationally connected to the periphery of the radar support part. The ends of the electric push rods are respectively connected to the radar support part and the vehicle-mounted support part through a connecting structure.

[0008] Preferably, the IMU sensor and the laser rangefinder are wirelessly connected to the data processor, and the IMU sensor, the laser rangefinder, and the data processor are arranged at the bottom center of the radar support part; the monitoring system is also provided with a gyroscope, which is arranged at the connection between the mechanical telescopic structure and the vehicle-mounted support part.

[0009] Furthermore, the present invention also provides a vehicle-mounted ground penetrating radar attitude compensation control method, comprising the following steps: S1. Receive the attitude information of the ground penetrating radar through the data processor, process the attitude information and calculate the platform inclination angle, and obtain the inclination attitude information and height information of the entire platform; S2, receiving the height and tilt angle data of the monitoring system through the data processor, calculating the height error, pitch angle error and roll angle error according to the system preset target height, target pitch angle and target roll angle, and using the error value as the initial parameter of the PID algorithm; S3, the data processor processes the platform tilt data with an improved PID algorithm, adopts the deviation self-correcting fuzzy real-time PID optimization control adjustment algorithm, and dynamically updates the PID controller parameters; S4. After receiving the control data, the push rod encoder on the electric push rod performs attitude control on the electric push rod according to the updated parameters, and performs compensation actions according to the data to keep the radar support part in a horizontal position.

[0010] Preferably, the error of each target value is calculated based on the preset target value and the real-time feedback data: Height Error:

[0011] in, is the target height to be achieved, It is the real-time height actually measured by the laser rangefinder; Pitch angle error: e pitch = θ pitch目标 - θ T pitch实际 in, is the required pitch angle, It is the real-time pitch angle actually measured and calculated by the gyroscope; Roll angle error:

[0012] in, is the roll angle that needs to be achieved, It is the real-time roll angle actually measured and calculated by the gyroscope; Error change rate: .

[0013] Preferably, the deviation self-correcting fuzzy real-time PID optimization control adjustment algorithm adopted is: First, dynamically adjust the PID parameters: Dynamically adjust according to the error size , , , achieving a balance between fast response and oscillation suppression; ; ; ; Among them, among them, , , is the regulating factor, , , , , , is the initial parameter, , , ; Then the dynamically adjusted PID parameters are substituted into the corresponding fuzzy rule table to optimize the PID parameters and update the PID controller parameters.

[0014] Preferably, the proportional gain The fuzzy rule design principle is: When the error is large, you need to increase ; When the error is small or tends to be stable, keep No change; Integral gain The fuzzy rule design principle is: When the error is large, increase the , but avoid introducing excessive overshoot; when the error change rate is large, reduce To prevent the integral term from accumulating too quickly; when the error is small, keep constant; Integral gain ∆ K d The fuzzy rule design principle is: When the error change rate is large, increase To suppress rapid changes; when the error is small and the rate of change tends to zero, keep No change; The optimized PID parameters are: ; Substitute the optimized parameters into the PID controller and update the PID controller parameters.

[0015] Preferably, a deviation self-correcting PID algorithm is used to dynamically adjust the telescopic length and rotation angle of the electric push rod, and the deviation self-correcting PID algorithm includes the following steps: S4.1. Height control According to the height error Calculate the height compensation for each electric actuator , ensuring that the overall height of the platform remains at the target value nearby; The error is then distributed to four electric push rods, which are located at the front, back, left and right sides of the radar support. The height error distribution is dynamically adjusted according to the actual offset of the platform center. S4.2, attitude compensation coordinated control Pitch angle control: according to the pitch angle error , calculate and adjust the length difference of the front and rear electric push rods ; Roll angle control: According to the roll angle error , calculate and adjust the length difference of the left and right push rods ; Considering the coupling effect of pitch angle and roll angle on the motion of electric linear actuator, the matrix decomposition method is used to handle the joint compensation of pitch angle and roll angle. S4.3, total telescopic length control The adjustment value of the telescopic length of each electric linear actuator is calculated by combining the compensation amounts of height, pitch and roll; The coupling constraint between the telescopic length of the electric push rod and the platform posture is established. During error compensation, the motion distribution between the electric push rods is optimized to make the platform posture adjustment smoother.

[0016] Preferably, the height compensation of each push rod Calculated by the following formula: ; ; Pitch angle control: ; Roll Angle Control: ; The matrix decomposition method is used to process the joint compensation calculation of the pitch angle and the roll angle as follows: ; in, is the mapping matrix of pitch and roll angle to push rod compensation, which can be calculated according to the push rod layout set. The front and rear push rods are used for pitch angle compensation, and the left and right push rods are used for roll angle compensation. Therefore:

[0017] in, , is the weight factor, , Reflects the influence of pitch and roll on the length of the putter; The telescopic length adjustment value of each electric linear actuator is calculated by the following formula:

[0018] in, is the height error compensation coefficient, , , , , , The global error compensation weight coefficient satisfies:

[0019] When the vehicle speed is high, increase and , giving priority to ensuring posture stability; when the vehicle accelerates or decelerates, increase , give priority to suppressing the impact of vibration on the platform height; give priority to adjusting when the vehicle tilts horizontally or longitudinally and ; Establish the coupling constraint between the telescopic length of the electric push rod and the platform posture: ; ; During error compensation, the motion distribution between the electric actuators is calculated by the following formula:

[0020] in, .

[0021] Preferably, it also includes: S4.4. Rotation angle calculation Rotation angle of the push rod Calculate based on the adjusted geometric relationship:

[0022] Rotation angle constraints:

[0023] in, and is the physical range of rotation allowed for the putter, is -30°, is 30°, and the clip() function is used to limit the angle to a reasonable range. is the vertical displacement of the connecting point after the push rod is adjusted. , Adjust the horizontal displacement of the rear connection point for the push rod; S4.5. Calculate the target length of each electric push rod: ; Calculate the rotation angle of each electric actuator: .

[0024] Compared with the prior art, the present invention has the following beneficial effects: The present invention utilizes a vehicle-mounted ground-penetrating radar posture compensation device to realize jitter compensation of the radar equipment during vehicle driving. The present invention utilizes the IMU sensor, laser rangefinder, data processor, etc. of the monitoring system to timely feedback posture information through information monitoring, thereby realizing the acquisition of the end data of the mechanical telescopic structure and the posture information of the overall platform under jitter conditions. The compensation device is controlled to perform posture compensation by analyzing the motion data, so that the platform is always in a horizontal position at a certain distance from the ground, which significantly improves the detection accuracy and anti-interference capability of the ground-penetrating radar system and can flexibly respond to different road conditions.

[0025] The present invention can adapt to dynamic environments such as high-speed vehicle operation, sudden acceleration, sudden deceleration or complex bumpy roads. It can adjust the radar platform posture in real time and maintain stable operation when the vehicle is traveling at high speed. Compared with traditional low-speed detection methods, it greatly improves the detection efficiency, saves detection time, reduces the beam deviation problem caused by vibration during data acquisition, and improves the stability, accuracy and adaptability of the vehicle-mounted ground penetrating radar.

[0026] The present invention uses a deviation self-correcting fuzzy real-time PID optimization control algorithm to adaptively respond to changes in different vibration frequencies and vehicle speeds by adjusting the proportional, integral and differential parameters in real time, and controls the electric push rod encoder to perform attitude control according to the motion command generated by the data processor, so as to achieve jitter compensation of the radar equipment during vehicle driving, significantly improve the detection accuracy and anti-interference ability of the ground penetrating radar system, and flexibly respond to different road conditions. Compared with only using mechanical compensation, in dynamic environments such as high-speed vehicle operation, rapid acceleration, rapid deceleration or complex bumpy roads, the radar platform attitude can be adjusted in real time, effectively suppressing the detection deviation caused by changes in pitch angle and roll angle, reducing target positioning errors, and having the ability to quickly perceive and respond to external interference. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0028] Figure 1 The three-dimensional structure of the embodiment of the vehicle-mounted ground penetrating radar posture compensation device of the present invention is shown in FIG. Figure 1 ; Figure 2 It is a schematic diagram of the upward structure of an embodiment of the vehicle-mounted ground penetrating radar posture compensation device of the present invention; Figure 3 The three-dimensional structure of the embodiment of the vehicle-mounted ground penetrating radar posture compensation device of the present invention is shown in FIG. Figure 2 ; Figure 4 It is a flow chart of an embodiment of a vehicle-mounted ground penetrating radar attitude compensation control method of the present invention; Figure 5 It is a schematic diagram of attitude tilt compensation of the vehicle-mounted ground penetrating radar attitude compensation device of the present invention.

[0029] Explanation of symbols in the figure: 1. Radar support part; 10. Radar support frame; 2. Vehicle support part; 20. Carriage frame; 3. Buffer compensation part; 31. Electric push rod; 32. Telescopic rod; 33. Upper limiter; 34. Lower limiter; 35. DC motor; 36. Push rod encoder; 37. Upper hinge seat; 38. Lower hinge seat; 39. Rotary motor; 4. IMU sensor; 5. Laser rangefinder; 6. Data processor; 7. Vehicle body; 8. U-shaped fixing frame; 9. Fixing pin; 11. Protective cover; 12. Gyroscope. DETAILED DESCRIPTION

[0030] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present application clearer, the following is a further detailed description of a vehicle-mounted ground penetrating radar attitude compensation device and control method provided by the present application in combination with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0031] Example 1 See also Figure 1 , Figure 2 , an embodiment of the present invention provides a vehicle-mounted ground penetrating radar attitude compensation device, including a control mechanism and a monitoring system; The control mechanism includes a radar support part 1 and a vehicle support part 2. The radar support part 1 is connected to the vehicle support part 2 through a buffer compensation part 3. The buffer compensation part 3 includes a mechanical telescopic structure. Both ends of the mechanical telescopic structure are connected to the radar support part 1 and the vehicle support part 3 respectively. The monitoring system is arranged on the radar support part 1, and the monitoring system includes an IMU sensor 4, a laser rangefinder 5, and a data processor 6. The IMU sensor 4 and the laser rangefinder 5 are used to monitor the frame posture information and transmit it to the data processor 6. The data processor 6 is used to receive the frame posture information and control the control mechanism to perform compensation actions.

[0032] The present invention utilizes a vehicle-mounted ground-penetrating radar posture compensation device to realize jitter compensation of the radar equipment during vehicle driving. The present invention utilizes the IMU sensor 4, laser rangefinder 5, data processor 6, etc. of the monitoring system to timely feedback posture information through information monitoring, thereby realizing the acquisition of the end data of the mechanical telescopic structure and the posture information of the overall platform under jitter conditions. The compensation device is controlled to perform posture compensation by analyzing the motion data, so that the platform is always in a horizontal position at a certain distance from the ground, which significantly improves the detection accuracy and anti-interference ability of the ground-penetrating radar system and can flexibly respond to different road conditions.

[0033] The present invention can adapt to dynamic environments such as high-speed vehicle operation, sudden acceleration, sudden deceleration or complex bumpy roads. It can adjust the radar platform posture in real time and maintain stable operation when the vehicle is traveling at high speed. Compared with traditional low-speed detection methods, it greatly improves the detection efficiency, saves detection time, reduces the beam deviation problem caused by vibration during data acquisition, and improves the stability, accuracy and adaptability of the vehicle-mounted ground penetrating radar.

[0034] In this embodiment, Figure 2 , Figure 3 As shown, the vehicle-mounted support part 2 is a carrying frame 20 connected to the vehicle body, and the radar support part 1 is provided with a radar support frame 10. The radar support frame 10 is a square support structure, which is used to carry the detection radar. The radar support frame 10 is connected to the carrying frame 20 through a mechanical telescopic structure.

[0035] Specifically, the mechanical telescopic structure of the buffer compensation part 3 is an electric push rod 31. The radar support frame 10 is connected to the carrying frame 20 through four electric push rods 31. The electric push rod 31 includes a telescopic rod 32. The telescopic rod 32 is connected to a limiting structure, a driving structure and a stroke control structure.

[0036] The limit structure includes an upper limiter 33 and a lower limiter 34, which are respectively arranged at the upper end and the lower end of the telescopic rod 32; the driving structure is provided with a DC motor 35, which is the power source of the electric push rod 31, converts electrical energy into mechanical energy, and provides power support for the movement of the telescopic rod 32; the stroke control structure is provided with a push rod encoder 36, which realizes the position feedback, speed control and direction detection of the electric push rod 31.

[0037] Furthermore, as a preferred embodiment of the present invention, the four electric push rods 31 are evenly distributed around the radar support frame 10, and each side is evenly connected with an electric push rod 31. The upper end of the electric push rod 31 is connected to the side center of the radar support frame 10, and the lower end of the electric push rod 31 is connected to the inner side center of the carrying frame 20. Through the evenly distributed structure setting, the stability and adjustment accuracy of the posture compensation adjustment are further improved.

[0038] In this embodiment, the ends of the electric push rod 31 are respectively connected to the radar support frame 10 and the carrying frame 20 through connecting structures.

[0039] Specifically, the connection structure is a hinge connection structure, the upper end of each electric push rod 31 is connected to the radar support frame 10 through an upper hinge 37, and the lower end of each electric push rod 31 is connected to the carrying frame 20 through a lower hinge 38, so that the posture compensation adjustment of the radar support frame 10 is achieved through the cooperation of the four electric push rods 31.

[0040] Furthermore, a rotary motor 39 is provided at the junction of the lower end of the electric push rod 31 and the carrying frame 20 . The rotary motor 39 is provided on the carrying frame 20 via a U-shaped fixing frame 8 . The posture angle of the electric push rod 31 is adjusted by controlling the rotary motor 39 .

[0041] In this embodiment, the mounting frame 20 is a hollow support structure, which not only serves as a support structure for the radar support frame 10 but also provides adjustment space for the platform posture adjustment.

[0042] Specifically, the end of the carrying frame 20 is connected to the vehicle body through a connecting frame, a fixing pin 9 and a shock-absorbing structure, and the shock-absorbing structure is provided with a shock-absorbing gasket; the carrying frame 20 is a square frame structure with a hollow middle portion, and the radar support frame 10 is arranged at the upper middle end of the carrying frame, and a stable connection is achieved through the cooperation of multiple electric push rods 31.

[0043] Furthermore, a protective cover 11 is connected to the outer periphery of the radar support frame 10, and the protective cover 11 protects the ground penetrating radar and other devices inside.

[0044] Furthermore, as a preferred embodiment of the present invention, a plurality of electric push rods 31 can be provided, and the plurality of electric push rods 31 are evenly distributed on the periphery of the radar support frame 10 and connected to the periphery of the radar support frame 10. The specific number of the electric push rods 31 can be adjusted according to the structure of the mounting frame 20, the structure of the radar support frame 10 and the specific adjustment application requirements.

[0045] In this embodiment, Figure 2 , Figure 3 As shown, the IMU sensor 4 and the laser rangefinder 5 are wirelessly connected to the data processor 6. The IMU sensor 4, the laser rangefinder 5, and the data processor 6 are arranged at the bottom center of the radar support frame 10 and at the bottom center of the protective cover 11 to achieve real-time monitoring and feedback control of the platform posture and obtain the tilt data of the radar support frame 10 in real time. The data processor 6 collects the tilt data and calculates the tilt angle to obtain the tilt information of the overall structure of the platform and the overall height of the radar support frame 10 from the ground.

[0046] Furthermore, the monitoring system is further provided with a gyroscope 12 , which is arranged at the connection between the end of each electric push rod 31 and the upper hinge seat 37 of the carrying frame 20 .

[0047] In this embodiment, when the vehicle just starts to work, the IMU sensor 4, laser rangefinder 5 and gyroscope 12 located on the radar support frame 10 are all in a horizontal state. When the overall structure of the platform shakes, the frame will tilt at a certain angle and change in height. The data processor 6 analyzes the data collected by the IMU sensor 4, laser rangefinder 5 and gyroscope 12 to obtain the overall tilt angle of the platform and the height change from the ground.

[0048] Furthermore, in this embodiment, the data processor 6 is provided with a high-performance, low-power DSP chip for receiving and processing information of the data processor and controlling the control mechanism to achieve smooth compensation movement.

[0049] The working process of the vehicle-mounted ground penetrating radar attitude compensation device is: At the beginning of the work preparation, the IMU sensor 4, the data processor 6 and the laser rangefinder 5 are in a horizontal position, the overall platform is parallel to the ground and at a fixed height from the ground, the fixed height and the fixed platform angle are set, the IMU sensor 4, the data processor 6 and the laser rangefinder 5 continue to work, when the overall structure shakes, the carrying frame 20 will tilt at a certain angle and the overall platform height will change, the system calculates the height error, the roll angle error and the pitch angle error, and begins to establish a preliminary motion state model, the PID algorithm uses these errors as initial parameters, and begins to collect vehicle motion data, and the collected data is used to update the parameters of the deviation self-correction fuzzy real-time PID optimization control algorithm, and the platform posture and PID parameter update at the next moment are controlled by the improved PID algorithm according to the tilt data received at the current moment, and the system can self-correct the deviation and calculate and obtain accurate tilt angle and vertical displacement estimation; the system sends the updated initial tilt posture information to the push rod encoder 36 through the UDP transmission network cable, and the four electric push rods 31 perform posture coordinated control to control the height, roll angle and pitch angle of the overall platform, so that the carrying platform 20 tends to the original horizontal position and the fixed height from the ground.

[0050] Example 2 Furthermore, Figure 4 As shown, the embodiment of the present invention also provides a vehicle-mounted ground penetrating radar attitude compensation control method, comprising the following steps: S1, receiving the attitude information of the ground penetrating radar through the data processor 6, processing the attitude information and calculating the platform inclination angle, and obtaining the inclination attitude information and height information of the entire platform; S2, receiving the height and tilt angle data of the monitoring system through the data processor 6, calculating the height error according to the system preset target height, target pitch angle and target roll angle, and using the error value as the initial parameter of the PID algorithm; S3, data processor 6 processes the platform tilt data with an improved PID algorithm, adopts a deviation self-correcting fuzzy real-time PID optimization control adjustment algorithm, and dynamically updates the PID controller parameters; S4. After receiving the control data, the push rod encoder 36 on the electric push rod 31 performs posture control on the electric push rod 31 according to the updated parameters, and performs compensation actions according to the data to keep the radar support part in a horizontal position.

[0051] The present invention uses a deviation self-correcting fuzzy real-time PID optimization control algorithm to adaptively respond to changes in different vibration frequencies and vehicle speeds by adjusting the proportional, integral and differential parameters in real time, and controls the electric push rod encoder to perform attitude control according to the motion command generated by the data processor, so as to achieve jitter compensation of the radar equipment during vehicle driving, significantly improve the detection accuracy and anti-interference ability of the ground penetrating radar system, and flexibly respond to different road conditions. Compared with only using mechanical compensation, in dynamic environments such as high-speed vehicle operation, rapid acceleration, rapid deceleration or complex bumpy roads, the radar platform attitude can be adjusted in real time, effectively suppressing the detection deviation caused by changes in pitch angle and roll angle, reducing target positioning errors, and having the ability to quickly perceive and respond to external interference.

[0052] Specifically, in this embodiment, the vehicle-mounted ground penetrating radar dynamic attitude compensation control method includes the following steps: S1. The platform works stably. The IMU sensor 4, the gyroscope 12 and the laser rangefinder 5 are initially in a horizontal and stable position. The data processor 6 collects the data of the gyroscope 12 at the connection between the telescopic rod 32 and the radar support frame 10, the data of the IMU sensor 4 and the height data of the laser rangefinder 5, processes each posture information and calculates the tilt angle to obtain the overall platform tilt posture information and height information, and detects the platform posture in real time.

[0053] S2, after the data processor 6 receives the height and tilt angle data of the monitoring system, it calculates the height error, pitch angle error and roll angle error according to the system preset target height, target pitch angle and target roll angle, and uses these error values ​​as the initial parameters of the PID algorithm.

[0054] According to the preset target value and real-time feedback data, calculate the error of each target value: Height Error:

[0055] in, is the target height to be achieved, It is the real-time height actually measured by the laser rangefinder.

[0056] Pitch angle error: e pitch= θ pitch目标 - θ T pitch实际 in, is the required pitch angle, It is the real-time pitch angle actually calculated by gyroscope measurement.

[0057] Roll angle error:

[0058] in, is the roll angle that needs to be achieved, It is the real-time roll angle actually measured and calculated by the gyroscope.

[0059] Error change rate: .

[0060] S3, data processor 6 processes the platform tilt data with an improved PID algorithm, adopts a deviation self-correcting fuzzy real-time PID optimization control adjustment algorithm, first dynamically adjusts the PID parameters according to the error size, and then substitutes the dynamically adjusted PID parameters into the corresponding fuzzy rule table to further optimize the PID parameters and dynamically update the PID controller parameters.

[0061] The deviation self-correcting fuzzy real-time PID optimization control adjustment algorithm adopted is: First, dynamically adjust the PID parameters: Dynamically adjust according to the error size , , , achieving a balance between fast response and oscillation suppression; ; ; ; Among them, among them, , , is the regulating factor, , , , , , is the initial parameter, , , ; Introduce the second-order derivative control of error to prevent oscillation caused by rapid changes.

[0062] Then the dynamically adjusted PID parameters are substituted into the corresponding fuzzy rule table to optimize the PID parameters and update the PID controller parameters.

[0063] Proportional Gain The fuzzy rule design principle is: When the error is large, you need to increase ; When the error is small or tends to be stable, keep No change.

[0064] Proportional Gain Fuzzy rule table

[0065] Integral gain The fuzzy rule design principle is: When the error is large, increase the , but avoid introducing excessive overshoot; when the error change rate is large, reduce To prevent the integral term from accumulating too quickly; when the error is small, keep constant.

[0066] Integral gain Fuzzy rule table

[0067] Integral gain ∆ K d The fuzzy rule design principle is: When the error change rate is large, increase To suppress rapid changes; when the error is small and the rate of change tends to zero, keep No change.

[0068] Integral gain ∆ K d Fuzzy rule table

[0069] The optimized PID parameters are: ; Finally, the optimized parameters are substituted into the PID controller and the PID controller parameters are updated.

[0070] S4, such as Figure 5 As shown, after the push rod encoder 36 on the electric push rod 31 receives the control data, the built-in distance compensation algorithm is used to perform posture coordinated control and rotation angle control on the four electric push rods according to the updated parameters, and compensation actions are performed according to the data, so that the radar support frame is always in a horizontal position relative to the ground and at a fixed height.

[0071] The deviation self-correcting PID algorithm is used to dynamically adjust the telescopic length and rotation angle of the electric push rod. The deviation self-correcting PID algorithm includes the following steps: S4.1. Height control According to the height error Calculate the height compensation for each electric actuator , ensuring that the overall height of the platform remains at the target value nearby.

[0072] Height compensation per actuator Calculated by the following formula:

[0073] Then the error is distributed to four electric push rods. Since the four electric push rods are evenly distributed at the front and back and the left and right sides of the radar support, the distribution of the height error is dynamically adjusted according to the actual offset of the platform center. .

[0074] S4.2, attitude compensation coordinated control Pitch angle control: according to the pitch angle error , calculate and adjust the length difference of the front and rear electric push rods .

[0075]

[0076] Roll angle control: According to the roll angle error , calculate and adjust the length difference of the left and right push rods .

[0077]

[0078] Considering the coupling effect of pitch angle and roll angle on the motion of electric linear actuator, matrix decomposition method is used to handle the joint compensation of pitch angle and roll angle.

[0079] The matrix decomposition method is used to process the joint compensation calculation of the pitch angle and the roll angle as follows: ; in, The mapping matrix of pitch and roll angle to push rod compensation can be calculated based on the push rod layout set. The matrix decomposition method can accurately allocate the attitude error to the four push rods. The front and rear push rods are used for pitch angle compensation, and the left and right push rods are used for roll angle compensation. Therefore:

[0080] in, , is the weight factor, , Reflects the influence of pitch and roll on the length of the putter.

[0081] S4.3, total telescopic length control The compensation values ​​of height, pitch and roll are comprehensively considered to calculate the telescopic length adjustment value of each electric linear actuator.

[0082] The telescopic length adjustment value of each electric linear actuator is calculated by the following formula:

[0083] in, is the height error compensation coefficient, , , , , , The global error compensation weight coefficient satisfies:

[0084] When the vehicle speed is high, increase and , giving priority to ensuring posture stability; when the vehicle accelerates or decelerates, increase , give priority to suppressing the impact of vibration on the platform height; give priority to adjusting when the vehicle tilts horizontally or longitudinally and .

[0085] Establish the coupling constraint between the telescopic length of the electric push rod and the platform posture: ; ; During error compensation, the motion distribution between the electric push rods is optimized to make the platform posture adjustment smoother. The motion distribution between the electric push rods is calculated by the following formula:

[0086] in, .

[0087] S4.4. Rotation angle calculation Rotation angle of electric actuator Calculate based on the adjusted geometric relationship:

[0088] Rotation angle constraints:

[0089] in, and is the physical range of rotation allowed for the putter, is -30°, is 30°, and the clip() function is used to limit the angle to a reasonable range. is the vertical displacement of the connecting point after the push rod is adjusted. , Adjust the horizontal displacement of the rear connection point for the actuator.

[0090] S4.5. Calculate the target length of each electric push rod:

[0091] Calculate the rotation angle of each electric actuator: .

[0092] In this embodiment, overcoming the strong shaking of the vehicle-mounted ground-penetrating radar during high-speed movement means that the vehicle frame 20 carrying the ground-penetrating radar shakes on the road surface due to the uneven road surface when working at high speed, resulting in vertical displacement and a certain tilt angle.

[0093] Through the above method, the structure of the vehicle frame 20 can be stabilized through compensation control, which can overcome the strong shaking effect of the vehicle-mounted ground penetrating radar during high-speed movement, and make the structure of the vehicle frame 20 in a state of calm movement or even in a state of stillness relative to the ground.

[0094] Furthermore, the combination and connection position relationship of the components of this embodiment can be the same as those of embodiment 1, and can also be adapted and adjusted according to usage requirements.

[0095] The present invention provides a vehicle-mounted ground-penetrating radar attitude compensation device and control method, which solves the problem of unstable detection results caused by ground-penetrating radar signal deviation and distortion when the existing vehicle-mounted ground-penetrating radar is driving at high speed on uneven roads, with the vehicle body tilting and vibrating. The present invention uses IMU sensors, laser rangefinders, gyroscopes, data processors, etc., to monitor information and timely feedback attitude information, so as to obtain the attitude information such as the end data of the telescopic rod and the tilt angle and height of the overall platform under shaking conditions, and controls the compensation device to perform attitude compensation by analyzing motion data, so that the platform is always in a horizontal position at a certain distance from the ground, significantly improving the detection accuracy and anti-interference ability of the ground-penetrating radar system, and flexibly responding to different road conditions.

[0096] The present invention utilizes the deviation self-correcting fuzzy real-time PID optimization control algorithm, and adaptively responds to the changes of different vibration frequencies and vehicle speeds by adjusting the proportional, integral and differential parameters in real time. The electric push rod encoder is controlled to perform attitude control according to the motion command generated by the data processor, and the jitter compensation of the radar equipment during the vehicle driving process is realized, and the detection accuracy and anti-interference ability of the ground penetrating radar system are significantly improved, and different road conditions can be flexibly responded to. And according to the pre-set initial height and initial horizontal angle of the ground penetrating radar, the height error, pitch angle error and roll angle error are calculated, and the attitude coordination control is further performed using the electric push rod control device, so that the ground penetrating radar is always in a horizontal position relative to the fixed height of the road surface, and can resist the effect of violent jitter interference caused by uneven road surface, greatly reducing the debugging time of the vehicle-mounted ground penetrating radar equipment, flexibly responding to various road surfaces and complex road conditions, and improving the detection accuracy and anti-vibration ability of the vehicle-mounted ground penetrating radar system. Compared with using only mechanical compensation, the radar platform attitude can be adjusted in real time in dynamic environments such as high-speed vehicle operation, sudden acceleration, sudden deceleration or complex bumpy roads, effectively suppressing detection deviations caused by changes in pitch and roll angles, reducing target positioning errors, and having the ability to quickly perceive and respond to external interference.

[0097] The present invention can adapt to dynamic environments such as high-speed vehicle operation, sudden acceleration, sudden deceleration or complex bumpy roads. It can adjust the radar platform posture in real time and maintain stable operation when the vehicle is driving at high speed. Compared with the traditional low-speed detection method, the detection efficiency is greatly improved and the detection time is saved. Through the joint feedback of height error and attitude angle error, the support platform can maintain a high stability and horizontal state relative to the ground when the vehicle is driving at high speed and in complex road conditions, which significantly reduces the beam deviation problem caused by vibration during data acquisition, improves the stability, accuracy and adaptability of the vehicle-mounted ground penetrating radar, overcomes the shortcomings of the existing technology, and provides an efficient and reliable solution for accurate detection under high-speed driving and complex working conditions. It has important engineering application value and broad market prospects.

[0098] In the description of the present invention, it is necessary to understand that the orientation or positional relationship indicated by terms such as "length", "width", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application.

[0099] In addition, in the description of the present application, “plurality” means two or more than two, unless otherwise clearly and specifically defined.

[0100] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present application should be included in the protection scope of the present application.

Claims

1. A vehicle-mounted ground penetrating radar attitude compensation device, including a control mechanism and a monitoring system; It is characterized in that The control mechanism includes a radar support part and a vehicle support part, the radar support part is connected to the vehicle support part through a buffer compensation part, the buffer compensation part includes a mechanical telescopic structure, and both ends of the mechanical telescopic structure are respectively connected to the radar support part and the vehicle support part; The monitoring system is arranged on the radar support part, and the monitoring system includes an IMU sensor, a laser rangefinder, and a data processor. The IMU sensor and the laser rangefinder are used to monitor the frame posture information and transmit it to the data processor. The data processor is used to receive the frame posture information and control the control mechanism to perform compensation actions.

2. The vehicle-mounted ground penetrating radar attitude compensation device according to claim 1, characterized in that: The buffer compensation part includes an electric push rod, and the electric push rod includes a telescopic rod, and the telescopic rod is connected to a limit structure, a driving structure and a stroke control structure; The electric push rods are arranged in plurality, and the plurality of electric push rods are evenly arranged on the periphery of the radar support part and are rotationally connected to the periphery of the radar support part. The ends of the electric push rods are respectively connected to the radar support part and the vehicle-mounted support part through a connecting structure.

3. The vehicle-mounted ground penetrating radar attitude compensation device according to claim 1, characterized in that: The IMU sensor and laser rangefinder are both wirelessly connected to the data processor, and the IMU sensor, laser rangefinder, and data processor are arranged at the bottom center of the radar support part; the monitoring system is also provided with a gyroscope, and the gyroscope is arranged at the connection between the mechanical telescopic structure and the vehicle-mounted support part.

4. A vehicle-mounted ground penetrating radar attitude compensation control method, characterized in that: The following steps are involved: S1. Receive the attitude information of the ground penetrating radar through a data processor, process the attitude information and calculate the platform inclination angle, and obtain the inclination attitude information and height information of the entire platform; S2, receiving the height and tilt angle data of the monitoring system through the data processor, calculating the height error, pitch angle error and roll angle error according to the system preset target height, target pitch angle and target roll angle, and using the error value as the initial parameter of the PID algorithm; S3, the data processor processes the platform tilt data with an improved PID algorithm, adopts the deviation self-correcting fuzzy real-time PID optimization control adjustment algorithm, and dynamically updates the PID controller parameters; S4. After receiving the control data, the push rod encoder on the electric push rod performs posture control on the electric push rod according to the updated parameters, and performs compensation actions according to the data to make the radar support part in a horizontal position.

5. The vehicle-mounted ground penetrating radar attitude compensation control method according to claim 4, characterized in that: According to the preset target value and real-time feedback data, calculate the error of each target value: Height Error: in, is the target height to be achieved, It is the real-time height actually measured by the laser rangefinder; Pitch angle error: e pitch = θ pitch目标 - θ T pitch实际 in, is the required pitch angle, It is the real-time pitch angle actually measured and calculated by the gyroscope; Roll angle error: in, is the roll angle that needs to be achieved, It is the real-time roll angle actually measured and calculated by the gyroscope; Error change rate: 。 6. A vehicle-mounted ground penetrating radar attitude compensation control method according to claim 5, characterized in that: The deviation self-correcting fuzzy real-time PID optimization control adjustment algorithm adopted is: First, dynamically adjust the PID parameters: Dynamically adjust according to the error size , , , achieving a balance between fast response and oscillation suppression; ； ； ； Among them, among them, , , is the regulating factor, , , , , , is the initial parameter, , , ; Then the dynamically adjusted PID parameters are substituted into the corresponding fuzzy rule table to optimize the PID parameters and update the PID controller parameters.

7. A vehicle-mounted ground penetrating radar attitude compensation control method according to claim 6, characterized in that: Proportional Gain The fuzzy rule design principle is: When the error is large, you need to increase ; When the error is small or tends to be stable, keep No change; Integral gain The fuzzy rule design principle is: When the error is large, increase the , but avoid introducing too much overshoot; When the error change rate is large, reduce To prevent the integral term from accumulating too quickly; when the error is small, keep constant; Integral gain ∆ K d The fuzzy rule design principle is: When the error change rate is large, increase To suppress rapid changes; when the error is small and the rate of change tends to zero, keep No change; The optimized PID parameters are: ； Substitute the optimized parameters into the PID controller and update the PID controller parameters.

8. The vehicle-mounted ground penetrating radar attitude compensation control method according to claim 6, characterized in that: The deviation self-correcting PID algorithm is used to dynamically adjust the telescopic length and rotation angle of the electric push rod. The deviation self-correcting PID algorithm includes the following steps: S4.

1. Height control According to the height error Calculate the height compensation for each electric actuator , ensuring that the overall height of the platform remains at the target value nearby; The error is then distributed to four electric push rods, which are located at the front, back, left and right sides of the radar support. The height error distribution is dynamically adjusted according to the actual offset of the platform center. S4.2, attitude compensation coordinated control Pitch angle control: according to the pitch angle error , calculate and adjust the length difference of the front and rear electric push rods ; Roll angle control: According to the roll angle error , calculate and adjust the length difference of the left and right push rods ; Considering the coupling effect of pitch angle and roll angle on the motion of electric linear actuator, the matrix decomposition method is used to handle the joint compensation of pitch angle and roll angle. S4.3, total telescopic length control The adjustment value of the telescopic length of each electric linear actuator is calculated by combining the compensation amounts of height, pitch and roll; The coupling constraint between the telescopic length of the electric push rod and the platform posture is established. During error compensation, the motion distribution between the electric push rods is optimized to make the platform posture adjustment smoother.

9. A vehicle-mounted ground penetrating radar attitude compensation control method according to claim 8, characterized in that: Height compensation per actuator Calculated by the following formula: ； ； Pitch angle control: ； Roll Angle Control: ； The matrix decomposition method is used to process the joint compensation calculation of the pitch angle and the roll angle as follows: ； in, is the mapping matrix of pitch and roll angle to push rod compensation, which can be calculated according to the push rod layout set. The front and rear push rods are used for pitch angle compensation, and the left and right push rods are used for roll angle compensation. Therefore: in, , is the weight factor, , Reflects the influence of pitch and roll on the length of the putter; The telescopic length adjustment value of each electric linear actuator is calculated by the following formula: in, is the height error compensation coefficient, , , , , , The global error compensation weight coefficient satisfies: When the vehicle speed is high, increase and , giving priority to ensuring posture stability; when the vehicle accelerates or decelerates, increase , give priority to suppressing the impact of vibration on the platform height; give priority to adjusting when the vehicle tilts horizontally or longitudinally and ; Establish the coupling constraint between the telescopic length of the electric push rod and the platform posture: ； ； During error compensation, the motion distribution between the electric actuators is calculated by the following formula: in, .

10. The vehicle-mounted ground penetrating radar attitude compensation control method according to claim 9, characterized in that: Also includes: S4.

4. Rotation angle calculation Rotation angle of the push rod Calculate based on the adjusted geometric relationship: Rotation angle constraints: in, and is the physical range of rotation allowed for the putter, is -30°, is 30°, and the clip() function is used to limit the angle to a reasonable range. is the vertical displacement of the connecting point after the push rod is adjusted. , Adjust the horizontal displacement of the rear connection point for the push rod; S4.

5. Calculate the target length of each electric push rod: ； Calculate the rotation angle of each electric actuator: 。

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