Balance control method for wheel-legged mobile carrier, mobile carrier and medium

Abstract

The invention relates to a wheel-legged mobile carrier balance control method, a mobile carrier and a medium, and the method comprises the following steps: obtaining current operation data and road condition data of the mobile carrier, the operation data comprising carrier attitude parameters, motion state parameters and ground reaction force parameters; the current mode of the carrier is judged according to the obtained operation data and the obtained road condition data, the obtained operation data and the obtained road condition data are input into a leg type mode dynamic model or a wheel type mode dynamic model to generate corresponding balance control parameters, and meanwhile a switching instruction whether mode switching is conducted or not is issued according to a mode switching rule; the balance control parameters and the switching instruction are transmitted to a carrier actuator, and the motion posture of the carrier is regulated and controlled through the carrier actuator; the invention also discloses a mobile carrier and a medium according to the method. According to the invention, dynamic balance regulation and control of the carrier under different terrains can be realized.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of mobile carrier dynamic control, and particularly relates to a wheel-leg type mobile carrier balance control method, a mobile carrier and a medium. BACKGROUND

[0002] The wheel-leg type mobile carrier is a composite mobile transport device combining wheel type and leg type structures, which has high efficient movement of the wheel type and flexible adaptability of the leg type, and can rapidly shuttle on flat ground and freely move in complex environments such as uneven ground and steps. In the movement process, there are balance control problems due to changes in load or road conditions and switching between the two modes. The existing control scheme mainly depends on preset and fixed terrain feature thresholds (such as obstacle height), for example, only the absolute height of the front obstacle is used to trigger switching, and the depth fusion of the real-time dynamics state (such as attitude angle, acceleration, ground reaction force, etc.) and road condition information of the carrier is not fully considered, resulting in rigid switching decision, which cannot make adaptive decisions according to the real-time load, motion inertia and task urgency of the carrier, and the switching time is not accurate, and problems such as improper switching time and mode oscillation easily occur under critical working conditions. SUMMARY

[0003] In view of the above problems, the present application provides a wheel-leg type mobile carrier balance control method, a mobile carrier and a medium.

[0004] The technical scheme adopted by the present application to solve the technical problem is as follows: a wheel-leg type mobile carrier balance control method, comprising the following steps: Obtaining current running data and road condition data of the mobile carrier, wherein the running data comprises carrier attitude parameters, motion state parameters and ground reaction force parameters; Determining the current mode of the carrier according to the obtained running data and road condition data, inputting the obtained running data and road condition data into a leg type mode dynamics model or a wheel type mode dynamics model to generate corresponding balance control parameters, and issuing a switching instruction of whether to switch modes according to a mode switching rule; Transmitting the balance control parameters and the switching instruction to the carrier actuator and adjusting the motion attitude of the carrier through the carrier actuator.

[0005] Preferably, the carrier attitude parameters comprise a yaw angle for indicating the direction of the carrier, a pitch angle for indicating the inclination of the carrier and a roll angle for indicating the inclination of the carrier.

[0006] Preferably, the motion state parameters comprise a linear velocity for indicating the speed of the carrier in the straight line direction, an angular velocity for indicating the rotation speed of the carrier and an acceleration for indicating the change rate of the linear velocity or the angular velocity of the carrier.

[0007] As preferred, the ground reaction force parameters include a vertical force parameter indicative of a vertical force supported by the vehicle, a longitudinal force parameter indicative of a longitudinal force acting on the vehicle in a direction of travel of the vehicle, and a lateral force parameter indicative of a lateral force acting on the vehicle in a direction perpendicular to the direction of travel of the vehicle.

[0008] As preferred, the mode switching rule is a rule of comparing the running data with preset threshold values according to the road condition data, the threshold values being running data to be reached by the vehicle to maintain a balanced state according to different road conditions, and the switching condition from the wheeled mode to the legged mode being that any one of the running data exceeds the threshold value, and the switching condition from the legged mode to the wheeled mode being that all of the running data exceeds the threshold value.

[0009] As preferred, the dynamic equation of the wheeled mode dynamics model is, M r r +C r ( r )+G r =τ r , wherein M r is a mass matrix of the vehicle in the wheeled mode, C r is a Coriolis force and centrifugal force term, G r is a gravity term, τ r is a joint torque vector, x r is a generalized attitude coordinate of the vehicle in the wheeled mode, r is a second-order derivative of x r , a generalized acceleration vector, a linear acceleration indicative of a rate of change of linear velocity of the vehicle and an angular acceleration indicative of a rate of change of angular velocity of the vehicle, r is a first-order derivative of x r , a generalized velocity vector, a linear velocity indicative of a rate of movement of the vehicle in a straight line direction and an angular velocity indicative of a rate of rotation of the vehicle.

[0010] As preferred, the dynamic equation of the legged mode dynamics model is, M l (q) +C l ( , q) + G l (q) = τ j -J T F grf , wherein q is a subset of attitude consisting of yaw angle, pitch angle and roll angle, for representing the attitude of the vehicle, is the first order derivative of q, for representing the angular velocity of the vehicle, is the second order derivative of q, for representing the acceleration of the vehicle; M l (q) is the system inertia matrix of the vehicle in this mode, l (q) is the Coriolis and centrifugal force term, G l (q) is the gravity term, τ j is the joint torque vector acting on each joint of the leg, J T is the force mapping Jacobian matrix, for converting and mapping the ground reaction force measured at the foot contact point to the equivalent joint torque required to be provided on each leg joint; F grf is the ground reaction force.

[0011] As preferred, the running data are all represented as data characteristics of the wheeled mode or the legged mode, without considering the road condition data and only determining the current mode of the vehicle according to the running data; when the running data are represented as data characteristics of different modes, the road condition data are used and different weights are given to the attitude parameters, the motion state parameters and the ground reaction force parameters in a certain order to determine the current mode of the vehicle.

[0012] A wheeled-legged mobile vehicle, comprising: a processor, a memory for storing executable instructions of the processor; wherein the processor is configured to execute the executable instructions to implement the control method for balancing the wheeled-legged mobile vehicle according to any one of the preceding.

[0013] A computer readable storage medium having stored thereon a computer program, the program being executed by a processor to implement the control method for balancing the wheeled-legged mobile vehicle according to any one of the preceding.

[0014] The present application has the beneficial effects that: the present application comprehensively determines according to the running data and the road condition data, so that the system can predict the risk before the dynamic state of the vehicle approaches the stable boundary, or identify the timing of switching back to the high-efficiency mode, realize the forward-looking and smooth switching, avoid the instability caused by slow reaction or improper timing, realize the intelligent mode switching based on unified perception, calculate the adaptive balance control parameters through the model, ensure the real-time and accuracy of the control, and realize the adaptive operation; while determining the mode, input the same set of real-time data into the corresponding dynamic model to generate new balance control parameters, at the moment when the switching instruction is issued, the actuator has obtained the accurate control instruction, which fundamentally avoids the "balance mutation" caused by the jump of the control target. BRIEF DESCRIPTION OF DRAWINGS

[0015] Figure 1 ​is a principle block diagram of an embodiment of the present application; DETAILED DESCRIPTION In order to more clearly illustrate the purpose, technical solutions and advantages of the embodiments of the present application, the present application will be further described below in conjunction with the drawings and embodiments. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the protection scope of the present application.

[0016] An embodiment of the present application is shown as follows: Figure 1 A control method for balancing a wheel-legged mobile carrier, comprising the following steps: Obtain the current running data and road condition data of the mobile carrier, the running data including carrier attitude parameters, motion state parameters, and ground reaction force parameters; the running data and road condition data are obtained by corresponding measurement units, the measurement units being composed of various types of sensors, the road condition data being a data set describing the characteristics of the carrier driving environment obtained by environmental perception sensors, including terrain geometric characteristics, terrain semantic characteristics, terrain passability parameters, and path information, such as the height, width, and depth of the obstacle in front of the carrier, the slope of the ground, the roughness or unevenness of the ground, the identification of the ground material (such as hardened road, sand, grass, snow, etc.), the length of the continuous flat path, the height and depth of the step, the width and depth of the ditch, etc.; the road condition data is obtained by any one or more of millimeter wave sensors, laser radar sensors, high-definition cameras, infrared sensors, and ultrasonic sensors, such as calculating the obstacle height and average ground inclination in the front area by using a millimeter wave sensor; identifying the path flatness by a camera vision; in addition, a positioning system such as GPS can be used to obtain the geographic location information of the carrier, and then assist in calculating the motion trajectory and speed of the carrier; a laser radar sensor is used to generate a high-precision three-dimensional point cloud map of the surrounding environment, to help the carrier perceive the surrounding obstacles and terrain conditions, so as to realize real-time collection of various key parameters of the carrier.

[0017] For the carrier attitude parameters, the carrier attitude parameters include a yaw angle for indicating the orientation of the carrier, a pitch angle for indicating the up-down inclination of the carrier, and a roll angle for indicating the left-right inclination of the carrier, that is, the yaw angle is the rotation angle of the carrier around the Z-axis, and its change can change the orientation of the carrier; the pitch angle is the rotation angle of the carrier around the Y-axis, for reflecting the up-down inclination state of the carrier; the roll angle is the rotation angle of the carrier around the X-axis, for reflecting the left-right inclination of the carrier; these attitude parameters can be obtained by an accelerometer and a gyroscope, the accelerometer can measure the acceleration of the carrier in three axial directions, and the gyroscope can measure the angular velocity of the carrier around three axial directions, and the real-time attitude parameters of the carrier are calculated by using these data.

[0018] For the motion state parameters, the motion state parameters include linear velocity for indicating the speed of the vehicle in the straight direction, angular velocity for indicating the speed of the vehicle rotation, and acceleration for indicating the rate of change of the linear velocity or the angular velocity; the linear velocity can be measured by a wheel speed sensor or an odometer, the wheel speed sensor measures the rotation speed of the wheel, and then the linear velocity of the vehicle is converted according to the wheel radius and other parameters, and the odometer records the distance and time of the vehicle to assist in calculating the linear velocity; the angular velocity can be directly measured by a gyroscope; the acceleration can be measured by an accelerometer; For the ground reaction force parameters, the ground reaction force parameters include vertical force for indicating the support of the vehicle, longitudinal force for indicating the ground acting on the vehicle in the direction of the vehicle travel, and lateral force for indicating the ground acting on the vehicle perpendicular to the direction of the vehicle travel, the vertical force is the support force of the vehicle in the vertical direction, which is related to the gravity (the sum of the gravity of the vehicle itself and the cargo carried by the vehicle) and the motion state of the vehicle in the vertical direction; the longitudinal force is the friction force in the direction of the vehicle travel, which affects the acceleration, deceleration and stability of the vehicle; the lateral force is the friction force perpendicular to the direction of the vehicle travel, which plays a key role in the turning operation of the vehicle. They can be measured by multi-dimensional force sensors installed on the contact parts of the vehicle and the ground, such as wheels, legs and feet, etc., such as six-dimensional force / torque sensors.

[0019] According to the obtained running data and road condition data, the current mode of the vehicle is determined, and the obtained running data and road condition data are input into the leg mode dynamics model or the wheel mode dynamics model to generate corresponding balance control parameters, and a switching instruction of whether to switch modes is issued according to the mode switching rule; in the mode determination, the running data is the main determination basis, and the road condition data is the secondary basis; the balance control parameters are the torques distributed to the joints of the vehicle; when the running data shows the data characteristics of the wheel mode or the leg mode, the road condition data is not considered and the current mode of the vehicle is determined only according to the running data; when the running data shows different mode data characteristics, the road condition data is determined according to a certain order and different weights are given to the attitude parameters, motion state parameters and ground reaction force parameters of the vehicle to determine the current mode of the vehicle; in the wheel mode, the running data of the vehicle shows the characteristics of high continuity and smoothness, and in the leg mode, the running data of the vehicle shows the characteristics of obvious periodicity and discreteness, that is, when all the running data shows good continuity, smoothness and no obvious periodicity, it is determined that the current mode of the vehicle is the wheel mode; when the running data shows clear periodic fluctuation, intermittent change and pulse impact, it is determined that the current mode is the leg mode; in these two cases, whether the road condition data shows flat terrain or rugged terrain or there are obstacles, the running data is determined.

[0020] The running data characteristics in wheeled mode are as follows: Yaw angle and angular velocity: continuous and smooth changes, showing uniform steering characteristics without sudden changes or periodic oscillations; Pitch angle: relatively stable on flat road surfaces, with small changes and low change rates; on slopes, it shows a fixed offset but remains stable; Roll angle: small and stable values with slight fluctuations due to road unevenness; Linear velocity: continuous and smooth changes, with small acceleration values and uniform changes without obvious step changes; Acceleration: relatively small values in each axial direction, with low-frequency vibration spectrum and low energy in high-frequency components; Vertical force: relatively stable distribution of load on each wheel, with slow changes; Longitudinal force: corresponding to driving / braking operations, with continuous changes without impact peaks; Lateral force: smooth changes during steering, with amplitude limited by centrifugal force, showing good continuity; The running data characteristics in legged mode are as follows: Yaw angle: regular small oscillations with gait cycles, with possible slight mutations at foot touchdown; Pitch angle: showing obvious periodic fluctuations corresponding to the forward and backward swinging of the legs, with significant amplitude changes; Roll angle: periodic left and right tilting, with obvious roll changes during center of gravity transfer; Linear velocity: showing intermittent characteristics of walking and stopping, with obvious platforms and steps in the velocity curve; Angular velocity: periodic fluctuations in each axial angular velocity, synchronized with leg swinging; Acceleration: significant impact components, especially high-frequency acceleration peaks at foot touchdown moments; Vertical force: showing obvious pulse changes, with peak values at the beginning of the support phase and zero during the swing phase; Longitudinal force: direction and size vary, with peak propulsion force during the extension phase and resistance during the braking phase; Lateral force: obvious lateral force pulses during lateral steps, synchronized with the lateral transfer of the center of gravity; When all the running data respectively shows different mode data characteristics, the current mode of the vehicle is determined in combination with the road condition data, and in the determination, different weights are given to each parameter in the running data according to the road condition data to determine the current mode of the vehicle, and the determination method is as follows: in the structured road condition, the different weights are given to the motion state parameter, the ground reaction force parameter and the vehicle attitude parameter in order from high to low to determine the current mode of the vehicle; in the unstructured road condition, the different weights are given to the vehicle attitude parameter, the ground reaction force parameter and the motion state parameter in order from high to low to determine; the structured road condition is a road or path specially designed or formed for the vehicle to pass through, which has flat, continuous, uniform slope, turning and other rules, predictable geometric characteristics, such as city streets, indoor passages, tracks, etc.; the unstructured road condition is a natural or man-made environment without fixed, regular and predictable shape, such as rugged, discrete obstacles, variable slope, complex shape, etc. In this road condition, the ground lacks a continuous support plane, and the vehicle cannot rely on the preset fixed motion mode to reliably pass through, such as wild mountains, rocky beaches, construction sites, etc.

[0021] Meanwhile, according to the mode switching rule, it is determined whether the vehicle needs to switch modes according to the running data and the road condition data. If it does not need to switch, the balance control parameter is used to regulate and control the vehicle in the current mode, and if it needs to switch, the balance control parameter is generated through the non-current mode dynamics model, and the switching instruction is issued, and the balance control parameter is used to regulate and control the vehicle at the same time of mode switching.

[0022] The mode switching rule is a rule for comparing the running data with the preset threshold value according to the road condition data. The preset threshold value is the running data that the vehicle needs to reach to maintain a balanced state according to different road conditions. The threshold value can be obtained in the following way: first, a simulation physical environment for vehicle running is constructed by using a reinforcement learning experiment simulation platform, such as the NVIDIA Isaac Gym platform, and then the required running data of the vehicle is obtained from the simulation environment by reinforcement learning training, and the parameter range for the vehicle to maintain balance is determined, which is used as the threshold value. The switching condition from wheeled mode to legged mode is that any one of the running data exceeds the threshold value, and the switching instruction for mode switching is issued. Any one of the running data exceeding the threshold value means that the vehicle is close to an unstable state in the wheeled mode, and instability will occur. The switching condition from legged mode to wheeled mode is that all the running data exceeds the threshold value, and the switching instruction for mode switching is issued. Since the legged mode is a high-stability safety mode used by the vehicle in complex or dangerous environments, if the switching is started when the conditions are insufficient, the vehicle may lose stability when the legs are retracted but the wheeled mode has not yet stabilized, which avoids false switching.

[0023] The balance control parameters and switching commands are transmitted to the vehicle actuators, which then regulate the vehicle's motion attitude. The vehicle actuators are the execution mechanisms that drive the vehicle's movement, including motors that drive the wheels or joints, transmission mechanisms (such as reducers, lead screws, or linkages) that convert the power output from the motors to meet the speed requirements of the wheels or the torque requirements of the joints, a sensing system that senses the status of the vehicle actuators and feeds it back to the controller, and a controller that receives commands from the upper level and controls the operation of other components.

[0024] In this embodiment, the maximum obstacle height that the vehicle can overcome is H. max =10cm (the threshold for the vehicle to overcome an obstacle). The vehicle is traveling at high speed in wheel mode on a flat road. A step-like obstacle appears ahead. Real-time vehicle operation data includes roll angle Φ = 1°, pitch angle θ = 1°, and lateral acceleration α = 0.2g; road condition data includes the maximum obstacle height H within 1.5m ahead. 障碍 = 15cm and average ground slope α 倾斜 =0°; Path flatness is visually identified via camera; At this point, according to the mode switching rules, a mode switch is required. Simultaneously, the current operating data and road condition data are input into the leg-based mode dynamics model. Based on the current speed, posture, and obstacle height, the model calculates the optimal obstacle-crossing gait and the required torque (balance control parameters) for each joint, and sends a switching command to the vehicle actuator. Upon receiving the switching command, the controller of the vehicle actuator controls the motor to change the leg mechanism from a retracted state to a swinging state in preparation for obstacle crossing. During this process, the wheel hub motor torque gradually decreases, while the leg joint torque gradually increases, achieving a smooth power transition. The vehicle posture remains stable, and the vehicle operates in leg-based mode.

[0025] Further improvements resulted in the following dynamic equations for the wheeled mode dynamic model: M r r +C r ( r )+G r =τ r , Among them, M r The mass matrix of the vehicle in wheeled mode, also known as the generalized inertia matrix in wheeled mode, describes the inertial characteristics of the vehicle under wheeled motion, including mass and moment of inertia, as well as the coupling between them. C r G represents the Coriolis force and centrifugal force terms, used to describe the inertial force generated by the rotational motion of the vehicle. rThe gravity term represents the weight of all parts of the vehicle (body, wheels, legs, robotic arms, load, etc.), and is the static load or restoring torque generated when mapped onto various generalized coordinates (or joints) in the current posture, τ. r Let x be the torque vector of the joint. r For the generalized attitude coordinates of the vehicle in wheeled mode, r For x r The second derivative of , the generalized acceleration vector, is used to represent the linear acceleration of the rate of change of the vehicle's linear velocity and the angular acceleration of the rate of change of its angular velocity. r For x r The first derivative of , the generalized velocity vector, is used to represent the linear velocity of a vehicle moving in a straight line and the angular velocity of a vehicle rotating in a straight line. For example, if a vehicle is traveling on a flat highway in wheeled mode and needs to urgently avoid an obstacle, it first passes through the mass matrix M. r Calculate the torque required to overcome inertia, based on the current velocity. r Calculate the Coriolis force and centrifugal force term C r ( r And consider the gravity component G corresponding to the road surface slope. r This model outputs the precise torque τ required by the hub motors of each wheel. r The vehicle actuators distribute braking and steering forces according to the calculation results to achieve smooth obstacle avoidance.

[0026] The dynamic equations of the legged mode dynamic model are as follows: M l (q) +C l ( ,q)+G l (q)=τ j -J T F grf , Where q is a generalized coordinate vector, a subset of attitude consisting of yaw, pitch, and roll angles, used to represent the vehicle's attitude. Let be the first derivative of q, used to represent the angular velocity of the vehicle. M is the second derivative of q, used to represent the vehicle's acceleration; l (q) is the system inertia matrix of the download device in this mode, C l ( q) represents the Coriolis force and centrifugal force terms, G l (q) represents the gravity term, τ j J is the joint torque vector acting on each joint of the leg. TThe force mapping Jacobian matrix is ​​used to convert and map the ground reaction force measured at the foot contact point into the equivalent joint torque required at each leg joint; F grf This is the ground reaction force. For example, a vehicle traversing a pile of rubble at a construction site, moving in a legged mode, according to the desired... and current state Based on the system inertia matrix M l (q) Calculate the inertial force required for the motion, through C l ( The q) term compensates for the dynamic effects of leg swing, and the gravity term G is calculated. l (q) When the foot comes into contact with unstable gravel, the plantar force sensor measures the ground reaction force F in real time. grf Then, through the force mapping Jacobian matrix J T The ground reaction force is converted into joint load, and the joint torque τ is adjusted through the model. j Output.

[0027] A wheel-legged mobile vehicle includes: a processor and a memory for storing executable instructions of the processor; wherein the processor is configured to execute the executable instructions to implement a control method for balancing the wheel-legged mobile vehicle as described in any of the preceding claims.

[0028] A computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements a control method for balancing a wheeled-legged mobile vehicle as described in any of the preceding claims, may be a ROM (Read-Only Memory), RAM (Random Access Memory), CD-ROM (Compact Disc Read-Only Memory), magnetic tape, floppy disk, and optical data storage device, etc.

[0029] Although the present invention has been described in detail above with general descriptions and specific embodiments, modifications or improvements can be made to it, which will be obvious to those skilled in the art. Therefore, all such modifications or improvements made without departing from the spirit of the present invention fall within the scope of protection claimed by the present invention.

Claims

1. A method for controlling the balance of a wheel-legged mobile vehicle, characterized in that, Includes the following steps: Acquire the current operating data and road condition data of the mobile vehicle, wherein the operating data includes vehicle attitude parameters, motion state parameters, and ground reaction force parameters; Based on the acquired operational and road condition data, the current mode of the vehicle is determined, and the acquired operational and road condition data are input into the legged mode dynamics model or the wheeled mode dynamics model to generate corresponding balance control parameters. At the same time, a switching command is issued to determine whether to switch modes according to the mode switching rules. The balance control parameters and switching commands are transmitted to the vehicle actuator, which then controls the vehicle's motion attitude.

2. The control method for balancing a wheel-legged mobile vehicle according to claim 1, characterized in that, The vehicle attitude parameters include the yaw angle, which indicates the vehicle's orientation; the pitch angle, which indicates the vehicle's vertical tilt; and the roll angle, which indicates the vehicle's horizontal tilt.

3. The method for controlling the balance of a wheel-legged mobile vehicle according to claim 1, characterized in that, The motion state parameters include linear velocity, which indicates the speed of the vehicle's movement in a straight line; angular velocity, which indicates the speed of the vehicle's rotation; and acceleration, which indicates the rate of change of the vehicle's linear velocity or angular velocity.

4. The method for controlling the balance of a wheel-legged mobile vehicle according to claim 1, characterized in that, The ground reaction force parameters include the vertical force supporting the vehicle, the longitudinal force acting on the vehicle along the vehicle's direction of travel, and the lateral force acting on the vehicle perpendicular to the vehicle's direction of travel.

5. The control method for balancing a wheel-legged mobile vehicle according to claim 1, characterized in that, The mode switching rule is a rule that compares the operating data with a preset threshold based on road condition data. The threshold is the operating data that the vehicle needs to achieve to maintain a balanced state under different road conditions. The switching condition from wheeled mode to legged mode is that if any operating data exceeds the threshold, a mode switching command is issued. The switching condition from legged mode to wheeled mode is that if all operating data exceeds the threshold, a mode switching command is issued.

6. The method for controlling the balance of a wheel-legged mobile vehicle according to claim 1, characterized in that, The dynamic equation of the wheeled mode dynamic model is, M r r +C r ( r )+G r =τ r , Among them, M r For the mass matrix of the wheel-type downloader, C r For the Coriolis force and centrifugal force terms, G r For gravity, τ r Let x be the torque vector of the joint. r For the generalized attitude coordinates of the vehicle in wheeled mode, r For x r The second derivative of , the generalized acceleration vector, is used to represent the linear acceleration of the rate of change of the vehicle's linear velocity and the angular acceleration of the rate of change of its angular velocity. r For x r The first derivative of , the generalized velocity vector, is used to represent the linear velocity of a vehicle moving in a straight line and the angular velocity of a vehicle rotating in a straight line.

7. The method for controlling the balance of a wheel-legged mobile vehicle according to claim 1, characterized in that, The dynamic equation of the leg-type mode dynamic model is, M l (q) +C l ( ,q)+G l (q)=τ j -J T F grf , Where q is a subset of attitude consisting of yaw angle, pitch angle, and roll angle, used to represent the vehicle's attitude. Let be the first derivative of q, used to represent the angular velocity of the vehicle. M is the second derivative of q, used to represent the vehicle's acceleration; l (q) is the system inertia matrix of the download device in this mode, C l ( q) represents the Coriolis force and centrifugal force terms, G l (q) represents the gravity term, τ j J is the joint torque vector acting on each joint of the leg. T The force mapping Jacobian matrix is ​​used to convert and map the ground reaction force measured at the foot contact point into the equivalent joint torque required at each leg joint; F grf This is the ground reaction force.

8. The method for controlling the balance of a wheel-legged mobile vehicle according to claim 1, characterized in that, When the operational data all exhibit characteristics of either wheeled or legged mode, the vehicle's current mode is determined solely based on the operational data, without considering road conditions. When the operational data exhibits characteristics of different modes, the vehicle's current mode is determined by assigning different weights to the vehicle's attitude parameters, motion state parameters, and ground reaction force parameters according to road conditions and in a certain order.

9. A wheel-legged mobile vehicle, characterized in that, include: A processor and a memory for storing executable instructions of the processor; wherein the processor is configured to execute the executable instructions to implement the control method for balancing a wheel-legged mobile vehicle as described in any one of claims 1 to 8.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the control method for balancing a wheel-legged mobile vehicle as described in any one of claims 1 to 8.

Images