A vehicle-mounted ground-penetrating radar attitude compensation device and control method

Abstract

The present invention discloses a vehicle-mounted ground-penetrating radar posture compensation device and control method, which belongs to the field of ground-penetrating radar detection technology. The posture compensation device includes a control mechanism and a monitoring system. The control mechanism includes a radar support part and a vehicle-mounted support part. The radar support part is connected to the vehicle-mounted support part through a buffer compensation part. The buffer compensation part includes a mechanical telescopic structure. The two ends of the mechanical telescopic structure are respectively connected to the radar support part and the vehicle-mounted 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 present invention utilizes the IMU sensor, laser rangefinder, data processor, etc. of the monitoring system to timely feedback posture information through information monitoring, and controls the compensation device to perform posture 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.

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 posture compensation device and a control method. Background Art

[0002] Ground Penetrating Radar (GPR) is a nondestructive inspection technology that uses electromagnetic waves to detect underground targets. Due to its high-resolution, rapid, and non-destructive capabilities for detecting underground structures, it is widely used in road inspection, tunnel monitoring, bridge maintenance, and underground pipeline location. With the rapid development of transportation infrastructure, traditional static detection methods are increasingly unable to meet the requirements for efficient detection. The demand for GPR systems is increasing, especially in road inspection. Vehicle-mounted GPR, as a highly efficient dynamic detection method, integrates GPR systems into vehicles, enabling real-time detection of large areas while driving. Vehicle-mounted GPR is used to detect road surface structures and defects in real time. To meet the high-speed, accurate, and real-time requirements of modern traffic inspection, GPR systems are becoming smaller and faster, and are being used in vehicle-mounted environments for non-contact inspection.

[0003] However, in practical applications, ground-penetrating radar (GPR) equipment is susceptible to various interferences generated by vehicle movement, particularly vibration and tilt caused by uneven road surfaces. This interference can interfere with the GPR's detection signal, impacting data accuracy. Vehicle vibrations can cause signal deviation and distortion. When traveling on uneven roads, the vehicle's body vibrations can shift the relative position of the GPR's antenna to the ground, particularly vertically. This shift can distort the radar's transmitted and received signals, affecting the precise detection of underground targets. Furthermore, the difficulty in accurately estimating changes in vehicle tilt angle and vibration amplitude in real time can lead to unstable radar data.

[0004] Traditional ground-penetrating radar systems struggle to effectively handle vibration interference from vehicles in motion, especially in complex road conditions, such as potholes or sharp turns. Severe vehicle vibration can significantly reduce detection accuracy. While existing technologies have been developed to address this issue, such as disclosed ground-penetrating radar-based road defect detection devices and data processing methods and systems for ground-penetrating radar data, these systems rely primarily on software data processing and fixed mounting structures to ensure accurate data. These systems have limited compensation capabilities, making it difficult to effectively and dynamically compensate for vehicle vibration in real time, failing to meet the high-precision and high-efficiency requirements of modern transportation infrastructure inspections. Summary of the Invention

[0005] The present invention aims to solve the technical problems existing in the prior art and provides a vehicle-mounted ground penetrating radar attitude compensation device and 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;

[0007] The control mechanism includes a radar support portion and a vehicle support portion, the radar support portion is connected to the vehicle support portion through a buffer compensation portion, and the buffer compensation portion includes a mechanical telescopic structure, and the two ends of the mechanical telescopic structure are respectively connected to the radar support portion and the vehicle support portion;

[0008] The monitoring system is set on the radar support part. The monitoring system includes an IMU sensor, a laser rangefinder, and a data processor. The IMU sensor and 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.

[0009] Preferably, the buffer compensation part includes an electric push rod, which includes a telescopic rod, and the telescopic rod is connected to a limit structure, a driving structure and a stroke control structure;

[0010] There are multiple electric push rods, which are evenly distributed on the periphery of the radar support part and rotatably 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 support part through a connecting structure.

[0011] Preferably, the IMU sensor and laser rangefinder are 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, which is arranged at the connection between the mechanical telescopic structure and the vehicle-mounted support part.

[0012] Furthermore, the present invention also provides a vehicle-mounted ground penetrating radar attitude compensation control method, comprising the following steps:

[0013] S1. Receive the attitude information of the ground penetrating radar through the data processor, process the attitude information and calculate the platform tilt angle, and obtain the tilt attitude information and height information of the entire platform;

[0014] S2. Receive the height and tilt angle data of the monitoring system through the data processor, calculate the height error, pitch angle error and roll angle error according to the system's preset target height, target pitch angle and target roll angle, and use the error values ​​as initial parameters of the PID algorithm;

[0015] 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;

[0016] S4. After receiving the control data, the push rod encoder on the electric push rod controls the attitude of 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.

[0017] Preferably, the error of each target value is calculated based on the preset target value and real-time feedback data:

[0018] Height error:

[0019]

[0020] in, is the target height to be achieved, is the real-time height actually measured by the laser rangefinder;

[0021] Pitch angle error:

[0022] e pitch = θ pitch目标 - θ T pitch实际

[0023] in, is the required pitch angle, The real-time pitch angle is actually calculated by gyroscope measurement;

[0024] Roll angle error:

[0025]

[0026] in, is the roll angle that needs to be achieved, The real-time roll angle is actually calculated by gyroscope measurement;

[0027] Error change rate:

[0028] .

[0029] Preferably, the deviation self-correcting fuzzy real-time PID optimization control adjustment algorithm adopted is:

[0030] First, dynamically adjust the PID parameters:

[0031] Dynamic adjustment based on error size 、 、 , achieving a balance between fast response and oscillation suppression;

[0032] ;

[0033] ;

[0034] ;

[0035] Among them, among them, 、 、 is the regulating factor, , , , 、 、 is the initial parameter, , , ;

[0036] 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.

[0037] Preferably, the proportional gain The fuzzy rule design principles are:

[0038] When the error is large, you need to increase ; When the error is small or tends to be stable, keep No change;

[0039] Integral gain The fuzzy rule design principles are:

[0040] 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;

[0041] Differential gain The fuzzy rule design principles are:

[0042] 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;

[0043] The optimized PID parameters are:

[0044] ;

[0045] Substitute the optimized parameters into the PID controller and update the PID controller parameters.

[0046] Preferably, a deviation self-correcting fuzzy real-time PID optimization control adjustment algorithm is used to dynamically adjust the telescopic length and rotation angle of the electric push rod. The deviation self-correcting fuzzy real-time PID optimization control adjustment algorithm includes the following steps:

[0047] S4.1. Height Control

[0048] 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;

[0049] 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 distribution of the height error is dynamically adjusted according to the actual offset of the platform center.

[0050] S4.2, attitude compensation coordinated control

[0051] Pitch angle control: according to the pitch angle error , calculate and adjust the length difference between the front and rear electric push rods ;

[0052] Roll angle control: According to the roll angle error , calculate and adjust the length difference of left and right putters ;

[0053] Considering the coupling effect of pitch angle and roll angle on the electric linear actuator motion, the matrix decomposition method is used to handle the joint compensation of pitch angle and roll angle.

[0054] S4.3, total telescopic length control

[0055] The adjustment value of the telescopic length of each electric linear actuator is calculated by combining the compensation amounts of height, pitch and roll;

[0056] A 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.

[0057] Preferably, the height compensation of each push rod Calculated by the following formula:

[0058] ;

[0059] ;

[0060] Pitch angle control:

[0061] ;

[0062] Roll angle control:

[0063] ;

[0064] The matrix decomposition method is used to process the joint compensation calculation of pitch angle and roll angle as follows:

[0065] ;

[0066] in, is the mapping matrix of pitch and roll angle to push rod compensation, which can be calculated based on 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:

[0067]

[0068] in, 、 is the weight factor, , Reflects the degree of influence of pitch and roll on the length of the putter;

[0069] The telescopic length adjustment value of each electric linear actuator is calculated by the following formula:

[0070]

[0071] in, is the height error compensation coefficient, , , , 、 、 The global error compensation weight coefficient satisfies:

[0072]

[0073] When the vehicle speed is high, increase and , give 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 ;

[0074] Establish the coupling constraint between the telescopic length of the electric push rod and the platform posture:

[0075] ;

[0076] ;

[0077] During error compensation, the motion distribution between the electric actuators is calculated using the following formula:

[0078]

[0079] in, .

[0080] Preferably, it also includes:

[0081] S4.4. Rotation Angle Calculation

[0082] Rotation angle of the putter Calculate based on the adjusted geometric relationship:

[0083]

[0084] Rotation angle constraints:

[0085]

[0086] in, and is the physical range of rotation allowed for the putter, is -30°, is 30°, the clip() function is used to limit the angle to a reasonable range. is the vertical displacement of the connection point after the push rod is adjusted. , Adjust the horizontal displacement of the connection point after the push rod is adjusted;

[0087] S4.5. Calculate the target length of each electric linear actuator:

[0088] ;

[0089] Calculate the rotation angle of each electric linear actuator:

[0090] .

[0091] Compared with the prior art, the present invention has the following beneficial effects:

[0092] The present invention utilizes a vehicle-mounted ground-penetrating radar posture compensation device to achieve jitter compensation for 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 achieving the acquisition of the end data of the mechanical telescopic structure and the posture information of the overall platform under jitter conditions. By analyzing the motion data and controlling the compensation device to perform posture compensation, 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.

[0093] 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 detection efficiency, saves detection time, reduces the beam deviation problem caused by vibration during data acquisition, and improves the stability, accuracy and adaptability of vehicle-mounted ground-penetrating radar.

[0094] This invention utilizes a self-correcting fuzzy real-time PID optimization control algorithm to adaptively respond to changes in vibration frequency and vehicle speed by adjusting proportional, integral, and differential parameters in real time. It controls the electric push rod encoder for posture control based on motion commands generated by a data processor, compensating for jitter in the radar equipment during vehicle operation. This significantly improves the detection accuracy and anti-interference capability of the ground-penetrating radar system, allowing for flexible response to diverse road conditions. Compared to using mechanical compensation alone, this system can adjust the radar platform's posture in real time under dynamic conditions such as high-speed vehicle operation, rapid acceleration and deceleration, or complex and bumpy road surfaces. This effectively suppresses detection deviations caused by changes in pitch and roll angles, reduces target positioning errors, and provides rapid perception and response to external interference. BRIEF DESCRIPTION OF THE DRAWINGS

[0095] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the embodiments or descriptions of the prior art. 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 any creative work.

[0096] Figure 1 Schematic diagram of the three-dimensional structure of the embodiment of the vehicle-mounted ground penetrating radar posture compensation device of the present invention Figure 1 ;

[0097] Figure 2 This 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;

[0098] Figure 3 Schematic diagram of the three-dimensional structure of the embodiment of the vehicle-mounted ground penetrating radar posture compensation device of the present invention Figure 2 ;

[0099] Figure 4 This is a flow chart of an embodiment of a vehicle-mounted ground penetrating radar attitude compensation control method according to the present invention;

[0100] Figure 5 This is a schematic diagram of attitude tilt compensation of the vehicle-mounted ground penetrating radar attitude compensation device of the present invention.

[0101] Explanation of symbols in the figure:

[0102] 1. Radar support unit; 10. Radar support frame; 2. Vehicle support unit; 20. Mounting frame; 3. Buffer compensation unit; 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. Rotating motor; 4. IMU sensor; 5. Laser rangefinder; 6. Data processor; 7. Vehicle body; 8. U-shaped fixing bracket; 9. Fixing pin; 11. Protective cover; 12. Gyroscope. DETAILED DESCRIPTION

[0103] In order to make the technical problems, technical solutions, and beneficial effects to be solved by this application more clearly understood, the following, in conjunction with the accompanying drawings and embodiments, further describes in detail a vehicle-mounted ground-penetrating radar attitude compensation device and control method provided by this application. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0104] Example 1

[0105] 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;

[0106] 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. The two ends of the mechanical telescopic structure are respectively connected to the radar support part 1 and the vehicle support part 3.

[0107] The monitoring system is set 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.

[0108] The present invention utilizes a vehicle-mounted ground-penetrating radar posture compensation device to achieve jitter compensation for 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 achieving the acquisition of the end data of the mechanical telescopic structure and the overall platform posture information under jitter conditions. By analyzing the motion data and controlling the compensation device to perform posture compensation, 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.

[0109] 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 detection efficiency, saves detection time, reduces the beam deviation problem caused by vibration during data acquisition, and improves the stability, accuracy and adaptability of vehicle-mounted ground-penetrating radar.

[0110] 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.

[0111] Specifically, the mechanical telescopic structure provided in 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, and the telescopic rod 32 is connected to a limiting structure, a driving structure and a stroke control structure.

[0112] The limiting 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, converting electrical energy into mechanical energy to provide 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.

[0113] 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 an electric push rod 31 is evenly connected to each side. 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 uniformly distributed structure, the stability and adjustment accuracy of the posture compensation adjustment are further improved.

[0114] 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.

[0115] 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 the upper hinge 37, and the lower end of each electric push rod 31 is connected to the carrying frame 20 through the 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.

[0116] 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 set on the carrying frame 20 through the U-shaped fixing frame 8, and the posture angle of the electric push rod 31 is adjusted by controlling the rotary motor 39.

[0117] 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.

[0118] 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 part, and the radar support frame 10 is arranged at the upper end of the middle part of the carrying frame, and a stable connection is achieved through the cooperation of multiple electric push rods 31.

[0119] 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.

[0120] 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 vehicle frame 20, the structure of the radar support frame 10 and the specific adjustment application requirements.

[0121] 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 center of the bottom surface 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.

[0122] 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 .

[0123] In this embodiment, when the vehicle just starts working, 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 to a certain extent. 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 change in height from the ground.

[0124] Furthermore, in this embodiment, the data processor 6 is provided with a high-performance, low-power DSP chip for receiving and processing information from the data processor and controlling the control mechanism to achieve smooth compensation motion.

[0125] The working process of the vehicle-mounted ground penetrating radar attitude compensation device is as follows:

[0126] At the beginning of the work preparation, the IMU sensor 4, data processor 6 and laser rangefinder 5 are in a horizontal position, the entire platform is parallel to the ground and at a fixed height from the ground. The fixed height and fixed platform angle are set, and the IMU sensor 4, data processor 6 and laser rangefinder 5 are continuously operating. When the entire structure vibrates, the carrying frame 20 will tilt at a certain angle and the height of the entire platform will change. The system calculates the height error, roll angle error and 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. The collected data is used to update the parameters of the deviation self-correcting fuzzy real-time PID optimization control algorithm. Based on the tilt data received at the current moment, the improved PID algorithm is used to control the platform posture and PID parameter update at the next moment. The system can self-correct the deviation and calculate an accurate tilt angle and vertical displacement estimate. The system sends the updated initial tilt posture information to the push rod encoder 36 via the UDP transmission network cable. The four electric push rods 31 perform posture coordinated control to control the height, roll angle and pitch angle of the entire platform, so that the carrying frame 20 tends to the original horizontal position and the fixed height from the ground.

[0127] Example 2

[0128] Furthermore, Figure 4 As shown, an embodiment of the present invention further provides a vehicle-mounted ground penetrating radar attitude compensation control method, comprising the following steps:

[0129] S1, receiving the attitude information of the ground penetrating radar through the data processor 6, processing the attitude information and calculating the platform tilt angle, and obtaining the tilt attitude information and height information of the entire platform;

[0130] 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;

[0131] S3, the data processor 6 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;

[0132] S4. After receiving the control data, the push rod encoder 36 on the electric push rod 31 performs attitude 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.

[0133] This invention utilizes a self-correcting fuzzy real-time PID optimization control algorithm to adaptively respond to changes in vibration frequency and vehicle speed by adjusting proportional, integral, and differential parameters in real time. It controls the electric push rod encoder for posture control based on motion commands generated by a data processor, compensating for jitter in the radar equipment during vehicle operation. This significantly improves the detection accuracy and anti-interference capability of the ground-penetrating radar system, allowing for flexible response to diverse road conditions. Compared to using mechanical compensation alone, this system can adjust the radar platform's posture in real time under dynamic conditions such as high-speed vehicle operation, rapid acceleration and deceleration, or complex and bumpy road surfaces. This effectively suppresses detection deviations caused by changes in pitch and roll angles, reduces target positioning errors, and provides rapid perception and response to external interference.

[0134] Specifically, in this embodiment, the vehicle-mounted ground penetrating radar dynamic attitude compensation control method includes the following steps:

[0135] S1. The platform operates smoothly. The IMU sensor 4, gyroscope 12 and 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 the 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.

[0136] S2. After receiving the height and tilt angle data of the monitoring system, the data processor 6 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.

[0137] According to the preset target value and real-time feedback data, calculate the error of each target value:

[0138] Height error:

[0139]

[0140] in, is the target height to be achieved, It is the real-time height actually measured by the laser rangefinder.

[0141] Pitch angle error:

[0142] e pitch = θ pitch目标 - θ T pitch实际

[0143] in, is the required pitch angle, It is the real-time pitch angle actually calculated by gyroscope measurement.

[0144] Roll angle error:

[0145]

[0146] in, is the roll angle that needs to be achieved, It is the real-time roll angle actually measured and calculated by the gyroscope.

[0147] Error change rate:

[0148] .

[0149] S3, the data processor 6 processes the platform tilt data with an improved PID algorithm, adopts the 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.

[0150] The deviation self-correcting fuzzy real-time PID optimization control adjustment algorithm adopted is:

[0151] First, dynamically adjust the PID parameters:

[0152] Dynamic adjustment based on error size 、 、 , achieving a balance between fast response and oscillation suppression;

[0153] ;

[0154] ;

[0155] ;

[0156] Among them, among them, 、 、 is the regulating factor, , , , 、 、 is the initial parameter, , , ; Introduce error second-order derivative control to prevent oscillation caused by rapid changes.

[0157] 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.

[0158] Proportional gain The fuzzy rule design principles are:

[0159] When the error is large, you need to increase ; When the error is small or tends to be stable, keep No change.

[0160] Proportional gain Fuzzy rule table

[0161]

[0162] Integral gain The fuzzy rule design principles are:

[0163] 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.

[0164] Integral gain Fuzzy rule table

[0165]

[0166] Differential gain The fuzzy rule design principles are:

[0167] 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.

[0168] Differential gain Fuzzy rule table

[0169]

[0170] The optimized PID parameters are:

[0171] ;

[0172] Finally, the optimized parameters are substituted into the PID controller and the PID controller parameters are updated.

[0173] S4, such as Figure 5 As shown, after the push rod encoder 36 on the electric push rod 31 receives the control data, it uses the built-in distance compensation algorithm to perform posture coordinated control and rotation angle control on the four electric push rods according to the updated parameters, and performs compensation actions 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.

[0174] 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:

[0175] S4.1. Height Control

[0176] 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.

[0177] Height compensation for each actuator Calculated by the following formula:

[0178]

[0179] The error is then distributed to the four electric push rods. Since the four electric push rods are evenly distributed on the front, back, 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.

[0180] .

[0181] S4.2, attitude compensation coordinated control

[0182] Pitch angle control: according to the pitch angle error , calculate and adjust the length difference between the front and rear electric push rods .

[0183]

[0184] Roll angle control: According to the roll angle error , calculate and adjust the length difference of left and right putters .

[0185]

[0186] Considering the coupling effect of pitch angle and roll angle on the motion of electric linear actuator, matrix decomposition method is used to deal with the joint compensation of pitch angle and roll angle.

[0187] The matrix decomposition method is used to process the joint compensation calculation of pitch angle and roll angle as follows:

[0188] ;

[0189] 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 distribute 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:

[0190]

[0191] in, 、 is the weight factor, , Reflects the degree of influence of pitch and roll on the length of the putter.

[0192] S4.3, total telescopic length control

[0193] The compensation values ​​of height, pitch and roll are comprehensively calculated to obtain the telescopic length adjustment value of each electric linear actuator.

[0194] The telescopic length adjustment value of each electric linear actuator is calculated by the following formula:

[0195]

[0196] in, is the height error compensation coefficient, , , , 、 、 The global error compensation weight coefficient satisfies:

[0197]

[0198] When the vehicle speed is high, increase and , give 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 .

[0199] Establish the coupling constraint between the telescopic length of the electric push rod and the platform posture:

[0200] ;

[0201] ;

[0202] 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:

[0203]

[0204] in, .

[0205] S4.4. Rotation Angle Calculation

[0206] Rotation angle of electric actuator Calculate based on the adjusted geometric relationship:

[0207]

[0208] Rotation angle constraints:

[0209]

[0210] in, and is the physical range of rotation allowed for the putter, is -30°, is 30°, the clip() function is used to limit the angle to a reasonable range. is the vertical displacement of the connection point after the push rod is adjusted. , Adjust the horizontal displacement of the rear connection point for the push rod.

[0211] S4.5. Calculate the target length of each electric linear actuator:

[0212]

[0213] Calculate the rotation angle of each electric linear actuator:

[0214] .

[0215] In this embodiment, overcoming the strong shaking of the vehicle-mounted ground-penetrating radar during high-speed movement means that the vehicle frame 20 equipped with the ground-penetrating radar shakes on the road surface due to the unevenness of the road surface when working at high speed, resulting in vertical displacement and a certain tilt angle.

[0216] 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.

[0217] Furthermore, the combination and connection position relationship of the various components of this embodiment can be the same as those of Example 1, and can also be adapted and adjusted according to usage requirements.

[0218] The present invention provides a vehicle-mounted ground-penetrating radar posture compensation device and control method, addressing the problem of unstable detection results caused by ground-penetrating radar signal deviation and distortion when existing vehicle-mounted ground-penetrating radars are traveling at high speed on uneven roads, with the vehicle tilting and vibrating. The present invention utilizes an IMU sensor, a laser rangefinder, a gyroscope, a data processor, and other sensors to monitor and provide timely feedback on posture information. This allows the acquisition of posture information such as the end data of the telescopic rod and the tilt angle and height of the overall platform under shaking conditions. By analyzing the motion data and controlling the compensation device to perform posture compensation, the system maintains a constant horizontal position at a certain distance from the ground. This significantly improves the detection accuracy and anti-interference capability of the ground-penetrating radar system, enabling flexible response to diverse road conditions.

[0219] The present invention utilizes a self-correcting fuzzy real-time PID optimization control algorithm to adaptively respond to changes in vibration frequency and vehicle speed by adjusting proportional, integral, and differential parameters in real time. It controls the electric push rod encoder for posture control based on motion commands generated by a data processor, achieving jitter compensation for the radar equipment during vehicle travel. This significantly improves the detection accuracy and anti-interference capability of the ground-penetrating radar system, allowing for flexible response to varying road conditions. Furthermore, based on the pre-set initial height and initial horizontal angle of the ground-penetrating radar, the system calculates the height error, pitch error, and roll error, and further utilizes an electric push rod control device for coordinated posture control. This ensures that the ground-penetrating radar remains horizontally at a fixed height relative to the road surface, effectively resisting the effects of violent jitter interference from uneven road surfaces. This significantly reduces the debugging time of the vehicle-mounted ground-penetrating radar equipment, flexibly responds to various road surfaces and complex road conditions, and improves the detection accuracy and vibration resistance 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.

[0220] 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 the traditional low-speed detection method, it greatly improves the detection efficiency and saves detection time. 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 traveling at high speed and in complex road conditions, significantly reducing the beam deviation problem caused by vibration during data acquisition, improving the stability, accuracy and adaptability of the vehicle-mounted ground-penetrating radar, overcoming the shortcomings of the existing technology, and providing 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.

[0221] In the description of the present invention, it should be understood that the orientations or positional relationships indicated by terms such as "length", "width", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", and "outside" are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying 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.

[0222] In addition, in the description of the present application, “a plurality of” means two or more, unless otherwise clearly and specifically defined.

[0223] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present application should be included in the scope of protection of the present application.

Claims

1. A vehicle-mounted ground penetrating radar attitude compensation control method, characterized in that: The control method utilizes a vehicle-mounted ground penetrating radar attitude compensation device, which includes a control mechanism and a monitoring system; The control mechanism includes a radar support portion and a vehicle support portion, wherein the radar support portion is connected to the vehicle support portion via a buffer compensation portion, and the buffer compensation portion includes a mechanical telescopic structure, and both ends of the mechanical telescopic structure are respectively connected to the radar support portion and the vehicle support portion; 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 vehicle frame posture information and transmit it to the data processor. The data processor is used to receive the vehicle frame posture information and control the control mechanism to perform compensation actions. The control method includes the following steps: S1. Receive the attitude information of the ground penetrating radar through a data processor, process the attitude information and calculate the platform tilt angle, and obtain the tilt attitude information and height information of the entire platform; S2. Receive the height and tilt angle data of the monitoring system through the data processor, calculate the height error, pitch angle error and roll angle error according to the system's preset target height, target pitch angle and target roll angle, and use the error values ​​as initial parameters 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; The deviation self-correcting fuzzy real-time PID optimization control adjustment algorithm is used to dynamically adjust the telescopic length and rotation angle of the electric push rod. The deviation self-correcting fuzzy real-time PID optimization control adjustment 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 distribution of the height error 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 between the front and rear electric push rods ; Roll angle control: According to the roll angle error , calculate and adjust the length difference of left and right putters ; Considering the coupling effect of pitch angle and roll angle on the electric linear actuator motion, 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; A 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.

2. The vehicle-mounted ground penetrating radar attitude compensation control method 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; There are multiple electric push rods, which are evenly distributed on the periphery of the radar support part and rotatably 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 control method 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, which is arranged at the connection between the mechanical telescopic structure and the vehicle-mounted support part.

4. The vehicle-mounted ground penetrating radar attitude compensation control method according to claim 1, 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, 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, The real-time pitch angle is actually calculated by gyroscope measurement; Roll angle error: in, is the roll angle that needs to be achieved, The real-time roll angle is actually calculated by gyroscope measurement; Error change rate: 。 5. The vehicle-mounted ground penetrating radar attitude compensation control method according to claim 4, characterized in that: The deviation self-correcting fuzzy real-time PID optimization control adjustment algorithm adopted is: First, dynamically adjust the PID parameters: Dynamic adjustment based on 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.

6. The vehicle-mounted ground penetrating radar attitude compensation control method according to claim 5, characterized in that: Proportional gain The fuzzy rule design principles are: When the error is large, you need to increase ; When the error is small or stable, keep No change; Integral gain The fuzzy rule design principles are: 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; Differential gain The fuzzy rule design principles are: 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.

7. The vehicle-mounted ground penetrating radar attitude compensation control method according to claim 1, characterized in that: Height compensation for each 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 pitch angle and roll angle as follows: ； in, is the mapping matrix of pitch and roll angle to push rod compensation, which can be calculated based on 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 degree of 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 , give 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 using the following formula: in, .

8. The vehicle-mounted ground penetrating radar attitude compensation control method according to claim 7, characterized in that: Also includes: S4.

4. Rotation Angle Calculation Rotation angle of the putter 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°, the clip() function is used to limit the angle to a reasonable range. is the vertical displacement of the connection point after the push rod is adjusted. , Adjust the horizontal displacement of the rear connection point for the push rod.

Images