Overhead working truck landing leg counter-force monitoring system

Abstract

The invention relates to the technical field of data processing, in particular to a counter-force monitoring system for a landing leg of an overhead working truck, and solves the technical problem that the counter-force borne by the landing leg cannot be quantitatively monitored in real time at present. The system comprises an obtaining unit used for obtaining supporting leg counter-force data and whole vehicle attitude data of the overhead working truck in the working process; the dynamic analysis unit is used for determining dynamic response characteristics of stress of each supporting leg in the operation process according to the counter-force data of the supporting legs; the influence evaluation unit is used for determining the counter-force deviation degree of each supporting leg under the current ground rigidity according to the whole vehicle attitude data and the dynamic response characteristics of each supporting leg; the correction unit is used for correcting the counter-force of each supporting leg based on the counter-force deviation degree, the supporting leg counter-force data and a counter-force prediction value output by the counter-force prediction model to obtain a counter-force correction value; and the monitoring unit is used for monitoring the supporting legs of the overhead working truck based on the counter-force correction value.

Description

Technical Field

[0001] This application relates to the field of data processing technology, specifically to a system for monitoring the reaction force of outriggers on aerial work platforms. Background Technology

[0002] During aerial work platform operations, it is usually necessary to extend the outriggers to increase the support area, maintain the balance and stability of the vehicle, and ensure the safety of the work. With the diversification of operating scenarios, aerial work platforms often face complex ground conditions, such as uneven ground, varying hardness, soft areas, or heterogeneous environments containing gravel.

[0003] In existing technologies, most outrigger monitoring solutions for aerial work platforms can only detect the extension length of the outriggers or whether they are grounded, but cannot perform real-time quantitative monitoring of the reaction forces acting on the outriggers. This makes it difficult to dynamically assess the stress state of the entire vehicle. Under complex ground conditions, the uneven distribution of reaction forces among the outriggers cannot be identified in a timely and accurate manner, which affects the judgment of the vehicle's overturning tendency, reduces the reliability of operational stability assessment and overturning warning, and poses potential safety risks to aerial work operations. Summary of the Invention

[0004] To address the current technical problem of being unable to quantitatively monitor the reaction force on outriggers in real time, this application aims to provide a monitoring system for the reaction force of outriggers on aerial work platforms. The specific technical solution adopted is as follows: The acquisition unit is used to acquire data on the outrigger reaction force and the overall vehicle posture of the aerial work platform during operation.

[0005] The dynamic analysis unit is used to determine the dynamic response characteristics of each outrigger during operation based on the outrigger reaction force data; the dynamic response characteristics are used to characterize the fluctuation characteristics of the outrigger reaction force itself.

[0006] The impact assessment unit is used to determine the reaction force deviation of each outrigger under the current ground stiffness based on the vehicle attitude data and the dynamic response characteristics of each outrigger. The reaction force deviation is used to characterize the degree of deviation of the outrigger reaction force monitoring data from the expected stress state under specific ground stiffness conditions.

[0007] The correction unit is used to correct the reaction force of each outrigger based on the reaction force deviation, outrigger reaction force data, and the reaction force prediction value output by the reaction force prediction model, so as to obtain the reaction force correction value.

[0008] The monitoring unit monitors the outriggers of the aerial work platform vehicle based on the reaction force correction value.

[0009] In one possible implementation, the dynamic analysis unit is specifically used to: determine the average deviation of the reaction force change of each outrigger within a preset time neighborhood based on the outrigger reaction force data sequence of each outrigger; perform linear fitting on the outrigger reaction force data of each outrigger within the preset time neighborhood, and determine the overall trend of the reaction force change of each outrigger within the preset time neighborhood based on the slope of the fitted straight line; and determine the dynamic response characteristics based on the average deviation and the overall trend.

[0010] In one possible implementation, the impact assessment unit includes a coupling analysis subunit and a comprehensive assessment subunit; the coupling analysis subunit is used to determine the coupling influence parameters of vehicle attitude change on outrigger reaction force change based on the vehicle attitude data sequence and the dynamic response characteristic sequence of each outrigger; the comprehensive assessment subunit is used to determine the reaction force deviation based on the coupling influence parameters and the current ground stiffness conditions.

[0011] In one possible implementation, the coupling analysis subunit is specifically used to: for each outrigger, analyze the correlation between the changes in the vehicle attitude data sequence and the changes in the dynamic response characteristic sequence of the outrigger, and obtain the degree of synchronous influence of the vehicle levelness change on the outrigger; based on the degree of synchronous influence of the outrigger and the statistical value of the dynamic response characteristics, determine the coupling influence parameter of the outrigger, which is used to characterize the reaction force change law of the outrigger.

[0012] In one possible implementation, the comprehensive evaluation subunit is specifically used to: analyze the distribution law of the reaction force variation law of each outrigger under the current ground stiffness condition based on the coupling influence parameters of each outrigger, and obtain the outrigger reaction force distribution law parameters under the current ground stiffness condition; determine the overall anomaly of the outrigger reaction force monitoring data under the current working condition based on the outrigger reaction force distribution law parameters and the current ground stiffness value; and determine the reaction force deviation of each outrigger based on the overall anomaly and the difference between the dynamic response characteristics of each outrigger and the overall level.

[0013] In one possible implementation, the correction unit is specifically used to: generate a first fusion weight for the reaction force monitoring value and a second fusion weight for the reaction force prediction value of each outrigger, based on the reaction force deviation of each outrigger; wherein the first fusion weight is negatively correlated with the reaction force deviation, the second fusion weight is positively correlated with the reaction force deviation, and the sum of the first fusion weight and the second fusion weight is a fixed value; based on the first fusion weight and the second fusion weight, the reaction force monitoring value and the reaction force prediction value of the outrigger are weighted and summed to obtain the reaction force correction value of the outrigger.

[0014] In one possible implementation, the system further includes a model training unit for: acquiring a training dataset, which includes multiple sets of training samples, each set of training samples including: boom motion state parameters and sample ground stiffness labels, as well as outrigger reaction force data actually measured under the working conditions corresponding to the boom motion state parameters and sample ground stiffness labels; training an initial network model with the boom motion state parameters and sample ground stiffness labels as input and the actually measured outrigger reaction force data as output to obtain a reaction force prediction model; the reaction force prediction model is used to predict the reaction force prediction value of each outrigger based on the input boom motion state parameters and ground stiffness conditions.

[0015] In one possible implementation, the monitoring unit includes: a stability judgment subunit, used to calculate a safety factor characterizing the stability of the entire vehicle based on the reaction force correction value of each outrigger and in combination with the structural parameters and mass distribution of the aerial work platform; and an early warning and intervention subunit, used to issue an early warning signal when the safety factor is lower than a first threshold; and to generate and output control commands to limit the boom movement when the safety factor is lower than a second threshold lower than the first threshold.

[0016] In one possible implementation, the acquisition unit includes: multiple pressure sensing components, each installed in the hydraulic circuit of the cylinder of each outrigger, for collecting pressure signals reflecting the outrigger's supporting force and converting them into outrigger reaction force data; an attitude sensing component, installed on the main structure of the aerial work platform chassis, for collecting angle signals reflecting the vehicle's spatial attitude and converting them into overall vehicle attitude data; and a signal processing component for synchronously acquiring, filtering, noise reduction, and baseline calibration of the pressure and angle signals to form time-aligned and pre-processed outrigger reaction force data and overall vehicle attitude data.

[0017] In one possible implementation, the system further includes a control execution unit, which is communicatively connected to the monitoring unit and the hydraulic outrigger system of the aerial work platform. The control execution unit is used to receive control commands issued by the monitoring unit and adjust the extension and retraction of the hydraulic cylinders of the corresponding outriggers or the pressure of the balance valve based on the control commands, so as to adaptively adjust the working posture of the aerial work platform.

[0018] This application has the following beneficial effects: The dynamic analysis unit mines the fluctuation characteristics of the outrigger reaction force and clarifies the changing law of the reaction force itself; the impact assessment unit integrates vehicle attitude and ground stiffness factors to quantify the deviation of the monitoring data; the correction unit compensates for measurement errors by fusing measured and predicted data; and the monitoring unit monitors the outrigger force and overall vehicle stability based on the corrected and accurate data. This effectively solves the problems of traditional monitoring schemes being unable to quantify the dynamic changes of the reaction force and having low monitoring accuracy, significantly improving the reliability of outrigger reaction force monitoring and providing strong protection for the safe operation of aerial work platforms. Attached Figure Description

[0019] To more clearly illustrate the technical solutions and advantages in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 A schematic diagram of the system architecture of a high-altitude work vehicle outrigger reaction force monitoring system provided in one embodiment of this application. Figure 1 ; Figure 2 This is a schematic diagram of the structure of an impact assessment unit in a high-altitude work vehicle outrigger reaction force monitoring system according to an embodiment of this application; Figure 3 A schematic diagram of the system architecture of a high-altitude work vehicle outrigger reaction force monitoring system provided in one embodiment of this application. Figure 2 ; Figure 4 This is a schematic diagram of the structure of a monitoring unit in an aerial work platform outrigger reaction force monitoring system provided in one embodiment of this application. Detailed Implementation

[0021] To further illustrate the technical means and effects adopted by this application to achieve the intended purpose of the invention, the following, in conjunction with the accompanying drawings and preferred embodiments, details the specific implementation, structure, features, and effects of a high-altitude work vehicle outrigger reaction force monitoring system proposed in this application. In the following description, different "one embodiment" or "another embodiment" do not necessarily refer to the same embodiment. Furthermore, specific features, structures, or characteristics in one or more embodiments can be combined in any suitable form.

[0022] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains.

[0023] Unless otherwise specified, the normalization function Norm() mentioned in this application uses maximum and minimum value normalization. The maximum and minimum values ​​are preset empirical extreme values ​​derived from a large amount of historical experimental data. If the calculation result exceeds the [0,1] interval, a truncation function is used to limit it to the [0,1] range (i.e., if the result is less than 0, it is taken as 0; if it is greater than 1, it is taken as 1) to eliminate the influence of outliers on the evaluation index.

[0024] The specific scheme of the outrigger reaction force monitoring system for aerial work platforms provided in this application is described in detail below with reference to the accompanying drawings.

[0025] Please see Figure 1 It shows a schematic diagram of the system architecture of the aerial work platform outrigger reaction force monitoring system provided in one embodiment of this application, such as... Figure 1 As shown, the system includes an acquisition unit 101, a dynamic analysis unit 102, an impact assessment unit 103, a correction unit 104, and a monitoring unit 105. The units communicate bidirectionally through a communication link to ensure that the collected data and analysis results can be exchanged in real time. The communication link can adopt wired transmission (such as Controller Area Network (CAN) bus or RS485 communication protocol) or wireless transmission to meet the communication needs of different monitoring scenarios.

[0026] The acquisition unit 101 is used to acquire the outrigger reaction force data and the overall vehicle attitude data of the aerial work vehicle during the operation process.

[0027] Among them, the outrigger reaction force data reflects the magnitude of the supporting force on each outrigger, and the vehicle attitude data characterizes the vehicle's spatial attitude (such as levelness, tilt angle, etc.). Optionally, the acquisition unit can collect raw physical signals through sensor components and obtain the aforementioned outrigger reaction force data and vehicle attitude data after preliminary signal processing.

[0028] The dynamic analysis unit 102 is used to determine the dynamic response characteristics of each outrigger during operation based on the outrigger reaction force data; the dynamic response characteristics are used to characterize the fluctuation characteristics of the outrigger reaction force itself.

[0029] Optionally, since the outrigger reaction force dynamically changes due to the rotation, extension, and luffing of the boom during aerial work platform operation, dynamic response characteristics can quantify the intensity and consistency of these changes. The dynamic analysis unit 102 analyzes the temporal variation patterns of the outrigger reaction force data to uncover the underlying fluctuation characteristics, thus providing a basis for subsequent judgments on whether the outrigger force is normal. For example, when the outrigger reaction force fluctuates drastically or exhibits an abnormal trend within a short period, the dynamic analysis unit 102 can accurately determine the changes in dynamic response characteristics in real time.

[0030] The impact assessment unit 103 is used to determine the reaction force deviation of each outrigger under the current ground stiffness based on the vehicle attitude data and the dynamic response characteristics of each outrigger. The reaction force deviation is used to characterize the degree of deviation of the outrigger reaction force monitoring data from the expected stress state under specific ground stiffness conditions.

[0031] It should be noted that the stiffness of the working ground for aerial work platforms varies, leading to differences in the support characteristics of the outriggers. Furthermore, changes in the overall vehicle attitude also affect the force distribution on each outrigger. The impact assessment unit 103 combines overall vehicle attitude data with dynamic response characteristics, comprehensively considering the influence of vehicle attitude changes and ground stiffness on the outrigger forces, thereby quantifying the deviation between the outrigger reaction force monitoring data and the expected state. The magnitude of the reaction force deviation reflects the degree of distortion in the monitoring data; a larger deviation indicates a greater difference between the monitoring data and the actual force state of the outriggers, and vice versa.

[0032] The correction unit 104 is used to correct the reaction force of each outrigger based on the reaction force deviation, outrigger reaction force data and the reaction force prediction value output by the reaction force prediction model, so as to obtain the reaction force correction value.

[0033] The reaction force prediction model is a model capable of predicting the theoretical reaction force value of the outrigger based on relevant input parameters. Its prediction results reflect the expected force magnitude of the outrigger under ideal working conditions. Due to factors such as uneven ground stiffness and dynamic changes in vehicle attitude in actual operating environments, outrigger reaction force data collected solely by sensors often contains errors. The correction unit, through reaction force deviation, fuses and corrects the outrigger reaction force data and the predicted reaction force value, compensating for these errors and making the obtained corrected reaction force value closer to the actual force state of the outrigger. For example, the correction unit 104 can adjust the weights of the outrigger reaction force data and the predicted reaction force value in the fusion process according to the magnitude of the reaction force deviation, thereby achieving adaptive correction.

[0034] The monitoring unit 105 is used to monitor the outriggers of the aerial work platform vehicle based on the reaction force correction value.

[0035] Specifically, the monitoring unit 105 uses the reaction force correction value as the core basis, combined with the structural parameters of the aerial work platform vehicle (such as the number of outriggers and the support span), to assess the stress state of the outriggers and the stability of the entire vehicle. For example, the monitoring unit can identify potential risks such as outrigger overload and instability by determining whether the reaction force correction value exceeds a preset safety threshold, and promptly issue corresponding warning signals or control commands to ensure the safe operation of aerial work.

[0036] Based on the above technical solution, this application uses a dynamic analysis unit to explore the fluctuation characteristics of outrigger reaction force and clarify the variation law of the reaction force itself; an impact assessment unit integrates vehicle attitude and ground stiffness factors to quantify the deviation of monitoring data; a correction unit compensates for measurement errors by fusing measured data and predicted data; and a monitoring unit monitors outrigger force and vehicle stability based on the corrected accurate data. This effectively solves the problems of traditional monitoring schemes being unable to quantify the dynamic changes of reaction force and having low monitoring accuracy, significantly improving the reliability of outrigger reaction force monitoring and providing strong protection for the safe operation of aerial work platforms.

[0037] In one possible implementation, to more accurately determine the dynamic response characteristics of the outriggers, the dynamic analysis unit 102 is specifically used for: Based on the outrigger reaction force data sequence for each outrigger, the average deviation of the reaction force change for each outrigger within a preset time neighborhood is determined.

[0038] Linear fitting is performed on the outrigger reaction force data of each outrigger within a preset time neighborhood, and the overall trend of the reaction force change of each outrigger within the preset time neighborhood is determined based on the slope of the fitted straight line.

[0039] The dynamic response characteristics are determined based on the average degree of deviation and the overall trend.

[0040] The outrigger reaction force data sequence is a set of outrigger reaction force data collected by acquisition unit 101 at continuous time nodes for a specific outrigger. The preset time neighborhood refers to the time interval formed by tracing back a certain time length (such as 5 sampling periods) centered on the current time node. This time length can be adjusted according to the response requirements of the actual operation scenario; for example, it can be set to 100ms-1s. The average deviation of the reaction force change refers to the average deviation of the outrigger reaction force data at each time node from the reaction force change trend within the preset time neighborhood. It can reflect the fluctuation and dispersion of the outrigger reaction force within a local time range.

[0041] Optionally, the linear fitting algorithm is the least squares method. The least squares method is used to fit the outrigger reaction force data within a preset time neighborhood, obtaining a linear equation that characterizes the approximate pattern of reaction force changes within that neighborhood. The slope of the fitted line can intuitively reflect the overall trend of reaction force changes: a positive slope indicates that the outrigger reaction force is increasing within that neighborhood; a negative slope indicates that the outrigger reaction force is decreasing; the larger the absolute value of the slope, the faster the rate of reaction force change; a slope close to zero indicates that the outrigger reaction force is relatively stable within that neighborhood.

[0042] Dynamic response characteristics are comprehensive parameters that integrate average deviation and overall trend, enabling a complete characterization of the fluctuation characteristics of the outrigger reaction force. As an example, dynamic response characteristics... The calculation formula is:

[0043] in, For the first The dynamic response characteristics of each leg characterize the strength of wave properties and are dimensionless. The number of data points within the preset time neighborhood; For the first Within the neighborhood of the first outrigger The rate of change of reaction force at each data point; For the first The overall trend of reaction force changes within the neighborhood of each outrigger (i.e., the slope of the fitted line). It is an absolute value function used to eliminate the influence of positive and negative directions; This is a summation function used to calculate the sum of deviations from the trend for each data point within the neighborhood; This is the averaging coefficient, used to obtain the average degree of deviation.

[0044] In the above formula Characterizing the first The magnitude of the deviation of the rate of change of reaction force at each data point from the overall trend is summed and divided by . Obtain the average deviation within the neighborhood; then compare it with... Multiplication is used because the rate of change of the overall trend will amplify or reduce the actual impact of the deviation (for example, the faster the trend changes, the greater the impact of the same amount of deviation on the stability of the outrigger). The result obtained by multiplying the two can comprehensively reflect the combined impact of the average degree of deviation and the overall trend on the fluctuation characteristics. The larger the value, the more violent the fluctuation of the outrigger reaction force within the preset time range, the more obvious the trend change, and the stronger the dynamic response characteristics. The smaller the value, the more stable the outrigger reaction force and the weaker the dynamic response characteristics.

[0045] Based on the above technical solution, this application determines the average deviation and overall trend of reaction force changes step by step, and obtains dynamic response characteristics through reasonable formula fusion, making the calculation process of dynamic response characteristics clearer and the logic more rigorous. Compared with general feature extraction methods, the method of this application can more accurately capture the fluctuation characteristics of the outrigger reaction force, avoiding the problem of inaccurate feature extraction caused by single-dimensional analysis.

[0046] In one possible implementation, such as Figure 2 As shown, the impact assessment unit 103 includes a coupling analysis subunit 1031 and a comprehensive assessment subunit 1032: The coupling analysis subunit 1031 is used to determine the coupling influence parameters of vehicle attitude change on outrigger reaction force change based on the vehicle attitude data sequence and the dynamic response characteristic sequence of each outrigger.

[0047] The vehicle attitude data sequence is a set of vehicle attitude data collected by the acquisition unit 101 at continuous time points, while the dynamic response feature sequence is a set of dynamic response features of a specific outrigger at continuous time points output by the dynamic analysis unit 102. Since the changes in the vehicle attitude and the outrigger reaction force are mutually influential during aerial work platform operation (for example, vehicle tilting leads to a redistribution of outrigger reaction force, and changes in outrigger reaction force further affect vehicle attitude), the coupling influence parameter is used to quantify the strength and law of this coupling relationship, clarifying the degree of influence of vehicle attitude changes on outrigger reaction force changes.

[0048] The comprehensive evaluation sub-unit 1032 is used to determine the reaction force deviation based on the coupling influence parameters and the current ground stiffness conditions.

[0049] The current ground stiffness condition refers to the stiffness parameters of the ground in the aerial work platform's operating area (such as soil compaction and road surface hardness). These parameters can be obtained by matching a pre-set ground stiffness database or by real-time collection using a dedicated stiffness detection device. The comprehensive evaluation subunit 1032, based on the coupled influence parameters and considering the impact of ground stiffness on the outrigger support characteristics, comprehensively judges the degree of deviation between the outrigger reaction force monitoring data and the expected stress state, thus obtaining the reaction force deviation. Compared to evaluation methods that only consider a single factor, this comprehensive evaluation method can more comprehensively cover the key factors affecting the outrigger reaction force, making the calculation of the reaction force deviation more consistent with actual working conditions.

[0050] Based on the above technical solution, this application quantifies the coupling relationship between vehicle attitude and outrigger reaction force through coupling analysis subunit 1031, and then determines the reaction force deviation degree by combining ground stiffness conditions through comprehensive evaluation subunit 1032, making the logic of the impact assessment clearer and the hierarchy more distinct; thereby improving the assessment accuracy and ensuring that the reaction force deviation degree can truly reflect the distortion of the monitoring data.

[0051] In one possible implementation, the coupling analysis subunit 1031 is specifically used to: for each outrigger, analyze the correlation between the changes in the vehicle attitude data sequence and the changes in the dynamic response characteristic sequence of the outrigger, and obtain the degree of synchronous influence of the vehicle levelness change on the outrigger.

[0052] Based on the statistical values ​​of the synchronization influence degree and dynamic response characteristics of the outriggers, the coupling influence parameters of the outriggers are determined. These coupling influence parameters are used to characterize the reaction force variation law of the outriggers.

[0053] The changes in the vehicle attitude data sequence refer to the differences in vehicle attitude data at consecutive time points (such as changes in tilt angle), while the changes in the outrigger dynamic response characteristic sequence refer to the differences in dynamic response characteristics at consecutive time points. Correlation analysis uses the Pearson correlation coefficient calculation method to quantify the degree of linear correlation between the changes in the two sequences, thus obtaining the degree of synchronization influence. For example, the formula for calculating the degree of synchronization influence is:

[0054] in, For the effect of changes in the levelness of the aerial work platform vehicle on the first The degree of synchronous influence of the reaction force changes of each outrigger; This is a sequence of horizontal tilt angles of the aerial work platform vehicle during operation. For the first The dynamic response characteristic sequence of each outrigger under force during operation; for and The Pearson correlation coefficient between them.

[0055] Pearson correlation coefficient It can reflect the degree of linear correlation between changes in the horizontal tilt angle and changes in the dynamic response characteristics of the outriggers. When the value is close to 1 or -1, it indicates a high linear correlation between the two, meaning that changes in vehicle levelness have a significant impact on changes in outrigger force; when... When the value is close to 0, it indicates a weak linear correlation between the two, meaning that changes in vehicle levelness have a relatively small impact on the force applied to the outriggers. After taking the absolute value... The larger the value, the higher the degree of synchronization influence, and the more significant the effect of changes in vehicle levelness on the force changes of the outrigger. The quantification of the synchronous correlation between changes in vehicle levelness and changes in outrigger force clarifies the differences in the impact of vehicle attitude changes on the reaction forces of each outrigger. For example, the outriggers closer to the boom's direction of movement... The value may be larger, indicating that its force changes are more easily affected by changes in vehicle levelness. This result provides a key basis for subsequent determination of coupling influence parameters.

[0056] The statistical value of dynamic response characteristics refers to the mean of the dynamic response characteristic sequence (i.e., the average level of dynamic response characteristics over a period of time), denoted as . This reflects the overall strength of the outrigger reaction force fluctuation characteristics. The coupling influence parameter is a fusion result of the synchronization influence degree and the statistical value of the dynamic response characteristics. For example, the coupling influence parameter... The calculation formula is:

[0057] in, For the first Coupled influence parameters of the reaction force variation law of each outrigger; To determine the degree of synchronous influence; For the first The mean of the dynamic response characteristics of each outrigger (only data are taken and dimensions are not considered).

[0058] Synchronous Influence The mean dynamic response characteristic represents the degree to which changes in vehicle levelness affect the forces on the outriggers. The product of the outrigger reaction force and the outrigger reaction force itself represents the fluctuation intensity of the outrigger reaction force. The product of the two can comprehensively reflect the law of how the outrigger reaction force is affected by the vehicle attitude. The larger and The larger the value, the more drastic the change in the outrigger reaction force and the more easily it is affected by the vehicle's attitude, and the more significant its reaction force change pattern; conversely, the smaller the value, the more stable the reaction force change and the less affected it is by the attitude. It accurately characterizes the reaction force variation patterns of each outrigger, enabling the differentiation of differences in force changes among different outriggers. For example, some outriggers may exhibit different force variations due to their location. A larger value indicates that the reaction force changes are more complex and require more attention in subsequent correction processes.

[0059] Based on the above technical solution, this application obtains the synchronization influence degree through correlation analysis, quantifies the degree of influence of vehicle attitude changes on the force on the outriggers, and then obtains the coupling influence parameter by combining the statistical value of dynamic response characteristics, comprehensively characterizing the reaction force variation law of the outriggers. This process is logically rigorous and the calculation method is scientific, which can accurately capture the coupling relationship between vehicle attitude and outrigger reaction force, laying a solid foundation for the subsequent calculation of reaction force deviation, and further improving the evaluation accuracy of the influence assessment unit 103.

[0060] In one possible implementation, the comprehensive evaluation subunit 1032 is specifically used to: analyze the distribution law of the reaction force variation law of each outrigger under the current ground stiffness condition based on the coupling influence parameters of each outrigger, and obtain the outrigger reaction force distribution law parameters of each outrigger under the current ground stiffness condition.

[0061] Based on the outrigger reaction force distribution parameters and the current ground stiffness value, the overall anomaly of the outrigger reaction force monitoring data under the current working condition is determined.

[0062] Based on the overall anomaly and the differences in the dynamic response characteristics of each outrigger relative to the overall level, the reaction force deviation of each outrigger is determined.

[0063] Among them, the distribution law of reaction force variation refers to the coupling influence parameters of all outriggers. Spatial distribution characteristics (such as between adjacent legs) Whether the difference changes stably). For example, the distribution parameters of the outrigger reaction force (denoted as...). The formula for calculating ) is:

[0064] in, For the first Distribution law of outrigger reaction force variation of aerial work vehicle under different ground stiffness; For the first Between any two adjacent outriggers under the ground stiffness condition The mean of the differences; The number of outriggers of the aerial work platform (e.g.) ); For the first The first type of ground stiffness The first support leg and the first One support leg Difference; For the first The first type of ground stiffness The first support leg and the first One support leg The difference; where the leg index i adopts a circular indexing method, that is, when the calculated index exceeds the total number of legs N, the modulo is taken back to 1 (for example, the N+1th leg refers to the 1st leg). (・) is an exponential function used to enhance the effect of difference consistency.

[0065] Global anomaly is used to characterize the degree of deviation between the distribution pattern of all outrigger reaction forces and the normal distribution pattern under the current ground stiffness. For example, global anomaly (denoted as...) The formula for calculating ) is:

[0066] in, For the first Overall anomaly under certain ground stiffness conditions; These are parameters related to the distribution pattern. This represents the degree to which ground conditions affect the change in outrigger reaction force. As an example, this illustrates the degree to which ground conditions affect the change in outrigger reaction force. Satisfy the following formula:

[0067] in, This represents the number of ground stiffness types, and its value is an integer greater than 0. These are parameter tuning coefficients, and their values ​​are taken as extremely small positive numbers to prevent the denominator from being 0. Indicates the first Ground stiffness value; Indicates the first Ground stiffness value.

[0068] Based on the overall anomaly and the differences in the dynamic response characteristics of each outrigger relative to the overall level, the reaction force deviation of each outrigger is determined.

[0069] The reaction force deviation is used to characterize the degree of deviation of the reaction force monitoring data of a single outrigger from the average force state of all outriggers. For example, the reaction force deviation (denoted as...) The formula for calculating ) is:

[0070] in, For the first The first type of ground stiffness The deviation of the reaction force of each outrigger; For the first Normalized value of the difference between the absolute value of the dynamic response characteristics of each outrigger and all outriggers (dimensionless, value range [0,1]); This is an overall anomaly.

[0071] Based on the above technical solution, this application analyzes the distribution characteristics of the outrigger reaction force variation to obtain distribution pattern parameters; combines the influence of ground stiffness to determine the overall anomaly, and macroscopically judges whether the working condition is normal; then, through matching analysis of individual differences and overall anomalies, it determines the reaction force deviation of a single outrigger. The entire process is progressive, from the overall to the individual, accurately locating the deviation of the reaction force monitoring data, making the calculation of the reaction force deviation more targeted and accurate, providing strong support for the correction unit to achieve precise correction, and further improving the reliability of the monitoring system.

[0072] In one possible implementation, in order to achieve precise correction of the outrigger reaction force, the correction unit 104 is specifically used for: Based on the reaction force deviation of each outrigger, a first fusion weight for the outrigger's reaction force monitoring value and a second fusion weight for the reaction force prediction value are generated; wherein, the first fusion weight is negatively correlated with the reaction force deviation, the second fusion weight is positively correlated with the reaction force deviation, and the sum of the first fusion weight and the second fusion weight is a fixed value.

[0073] Based on the first fusion weight and the second fusion weight, the outrigger reaction force monitoring value and the reaction force prediction value are weighted and summed to obtain the outrigger reaction force correction value.

[0074] Among them, the reaction force monitoring value is the raw data of the outrigger reaction force collected and preliminarily processed by the acquisition unit 101 (denoted as ). The reaction force prediction value is the theoretical reaction force value of the outrigger output by the reaction force prediction model (denoted as...). First fusion weight (denoted as) ) and the second fusion weight (denoted as The generation logic of ) is as follows: =1- , = ,in This represents the deviation of the reaction force (value range [0,1]).

[0075] For example, when When =0.1, =0.9, =0.1 indicates that the reaction force monitoring data deviates only slightly, and corrections should be made primarily based on the measured data; when When =0.8, =0.2, A value of 0.8 indicates a significant deviation in the reaction force monitoring data, necessitating correction based primarily on the predicted data. This weighting method adapts to varying degrees of deviation, ensuring the reasonableness of the correction results.

[0076] As an example, the reaction force correction value (denoted as...) The formula for calculating ) is:

[0077] in, For the first The first type of ground stiffness The reaction force correction value for each outrigger; This is the reaction force monitoring value; This is the predicted value of the reaction force.

[0078] Based on the above technical solution, this application dynamically adjusts the fusion weight based on the reaction force deviation, and fuses the monitored and predicted reaction force values ​​through weighted summation to achieve adaptive correction of the outrigger reaction force. This correction method can flexibly adjust the correction strategy according to the degree of distortion of the monitoring data, ensuring both the real-time nature of the data and the accuracy of the correction results. It effectively solves the problem of difficult compensation for measurement errors in traditional monitoring schemes, and further improves the accuracy and reliability of outrigger reaction force monitoring.

[0079] In one possible implementation, in order to obtain a reliable reaction force prediction model, such as Figure 3 As shown, the system also includes a model training unit 106, which is used for: Obtain the training dataset, which includes multiple training samples. Each training sample includes: boom motion state parameters and sample ground stiffness labels, as well as the outrigger reaction force data actually measured under the working conditions corresponding to the boom motion state parameters and sample ground stiffness labels. The initial network model is trained using boom motion state parameters and sample ground stiffness labels as inputs and actual measured outrigger reaction force data as outputs to obtain a reaction force prediction model. The reaction force prediction model is used to predict the reaction force of each outrigger based on the input boom motion state parameters and ground stiffness conditions.

[0080] Among them, the boom motion state parameters include parameters that characterize the boom's motion state, such as the boom's rotation angle, telescopic length, and luffing angle; the sample ground stiffness markers are used to distinguish different ground stiffness types (such as hard ground, medium-hard ground, soft ground, etc.), and each marker corresponds to a specific ground stiffness value; the actual measured outrigger reaction force data are reference data that can reflect the true force state of the outriggers, collected by high-precision testing equipment under corresponding working conditions.

[0081] The training dataset needs to cover a variety of typical working conditions, including different combinations of boom movements and different ground stiffness conditions, to ensure the diversity and representativeness of the training samples. For example, the training dataset can contain more than 1,000 training samples to ensure the model's generalization ability.

[0082] The initial network model employs a deep neural network (DNN) architecture, which possesses strong nonlinear fitting capabilities and can capture the complex mapping relationship between input parameters and output reaction force data. During model training, mean squared error (MSE) is used as the loss function, and gradient descent algorithms (such as Adaptive Moment Estimation (Adam)) are used to continuously adjust the model's weight parameters, minimizing the error between the model's predicted output and the actually measured outrigger reaction force data.

[0083] Based on the above technical solution, this application constructs and trains a reaction force prediction model through model training unit 106. The training dataset covers a variety of typical working conditions, ensuring the model's generalization ability. A deep neural network architecture is adopted, which can accurately capture the complex mapping relationship between boom movement, ground stiffness, and outrigger reaction force. The trained reaction force prediction model can provide high-precision reaction force prediction values ​​for correction unit 104, ensuring effective compensation for measurement errors and further improving the reliability and stability of the entire monitoring system.

[0084] In one possible implementation, such as Figure 4 As shown, in order to achieve accurate assessment and risk warning of the stability of the aerial work platform vehicle, the monitoring unit 105 includes a stability judgment subunit 1051 and an early warning and intervention subunit 1052: The stability judgment subunit 1051 is used to calculate the safety factor characterizing the stability of the entire vehicle based on the reaction force correction value of each outrigger and the structural parameters and mass distribution of the aerial work platform.

[0085] The early warning and intervention subunit 1052 is used to issue an early warning signal when the safety factor is lower than the first threshold; and to generate and output control commands to limit the boom movement when the safety factor is lower than the second threshold which is lower than the first threshold.

[0086] The structural parameters of an aerial work platform include the support span of the outriggers, the height of the vehicle's center of gravity, and the length and weight of the boom; mass distribution includes the mass distribution among the various components of the vehicle. The safety factor is a dimensionless parameter that quantifies the stability of the entire vehicle, and its calculation requires comprehensive consideration of various forces such as the support reaction force of the outriggers, the weight of the entire vehicle, and inertial forces.

[0087] For example, the calculation logic of the safety factor is as follows: the supporting moment of each outrigger is calculated based on the reaction force correction value, and combined with the overturning moment of the entire vehicle, the safety factor is the ratio of the minimum supporting moment to the maximum overturning moment. The larger the value of the safety factor, the better the stability of the entire vehicle; when the safety factor is greater than 1, the vehicle is in a stable state; when the safety factor is less than 1, the vehicle is at risk of overturning.

[0088] Minimum support moment refers to the smallest support moment provided by all outriggers, while maximum overturning moment refers to the maximum moment value that may cause the vehicle to overturn, generated by factors such as the weight of the vehicle and inertial forces.

[0089] The first and second thresholds are set based on extensive experimental data and safety standards. For example, the first threshold can be set to 1.2 and the second threshold to 1.0. When the safety factor is lower than the first threshold but higher than the second threshold, it indicates that the vehicle's stability has decreased but is still within a controllable range. A warning signal can be issued via an audible and visual alarm to remind the operator to pay attention to operational safety. When the safety factor is lower than the second threshold, it indicates that the vehicle has a significant risk of overturning. Control commands may include limiting further extension, rotation, or amplitude of the boom to prevent the risk from escalating further. The form of the warning signal can be set according to actual needs, such as flashing red warning lights or buzzer alarms. Control commands are transmitted to the aerial work platform's control system via a communication link to achieve real-time limitation of boom movements.

[0090] In one possible implementation, to ensure the acquisition quality of outrigger reaction force data and vehicle attitude data, the acquisition unit 101 includes: Multiple pressure sensing components 1011 are respectively installed in the hydraulic circuit of each outrigger cylinder to collect pressure signals reflecting the outrigger's supporting force and convert them into outrigger reaction force data.

[0091] Each outrigger corresponds to a pressure sensing component 1011. The pressure sensing component 1011 uses a high-precision hydraulic pressure sensor, which is installed at the piston rod end of the telescopic cylinder inside the box-type outrigger, and can directly collect the oil pressure signal inside the cylinder. The conversion logic of the outrigger reaction force data is as follows: according to the hydraulic principle, outrigger reaction force = oil pressure × cylinder piston area, where the cylinder piston area is a known structural parameter.

[0092] For example, the measurement accuracy of the pressure sensor can be set to ±0.5%FS (full scale), and the sampling frequency can be set to 10-100Hz to ensure that the dynamic changes of the outrigger reaction force can be captured; the protection level of the sensor must meet the operating environment requirements of the aerial work platform (such as IP67) to prevent dust, rain and other factors from damaging the sensor.

[0093] The attitude sensing component 1012 is installed on the main structure of the chassis of the aerial work vehicle. It is used to collect angle signals that reflect the spatial attitude of the vehicle body and convert them into vehicle attitude data.

[0094] The attitude sensing component 1012 employs a dual-axis tilt sensor, capable of simultaneously measuring the vehicle body's tilt angles on two vertical axes in the horizontal direction, thereby accurately characterizing the vehicle body's levelness and spatial attitude. The sensor's installation position must ensure a rigid connection to the vehicle chassis to avoid measurement errors caused by vibration; the installation direction must be consistent with the vehicle body's longitudinal and lateral directions to ensure the accuracy of the measured angles.

[0095] For example, the tilt sensor's measurement range can be set to ±15°, the measurement accuracy can be set to ±0.1°, and the sampling frequency can be kept consistent with that of the pressure sensor (10-100Hz) to ensure the time synchronization of the two types of data.

[0096] The signal processing component 1013 is used to synchronously acquire, filter and reduce noise, and perform baseline calibration of pressure and angle signals to form time-aligned and pre-processed outrigger reaction force data and vehicle attitude data.

[0097] Synchronous acquisition is achieved through a unified clock synchronization mechanism (such as Global Positioning System (GPS) time synchronization) to ensure that the timestamps of the pressure signal and the angle signal are consistent, providing a guarantee for subsequent time series analysis; filtering and noise reduction adopt digital filtering algorithms (such as Kalman filtering and moving average filtering) to eliminate high-frequency noise in the signal (such as noise generated by sensor vibration) and ensure the smoothness of the signal; baseline calibration refers to calibrating the sensor data according to the initial static state of the vehicle (such as level parking and no load) to eliminate zero drift error and ensure the accuracy of the data.

[0098] The signal processing component 1013 can be integrated into the electronic control unit (ECU) and communicate with the pressure sensing component 1011 and the attitude sensing component 1012 through interfaces such as CAN bus and RS485 to realize real-time acquisition and processing of signals.

[0099] In one possible implementation, to achieve active adjustment of the aerial work platform vehicle's working posture and further improve the overall stability of the vehicle, such as... Figure 3 As shown, the system also includes a control execution unit 107, used for: The system receives control commands from the monitoring unit 105 and adjusts the extension and retraction of the hydraulic cylinders of the corresponding outriggers or the pressure of the balance valve based on the control commands to adaptively adjust the working posture of the aerial work platform.

[0100] The control commands include attitude adjustment commands generated by the monitoring unit 105 based on the safety factor or reaction force correction value. For example, when the reaction force correction value of a certain outrigger is too large, the control command may require the extension and retraction of that outrigger to be appropriately shortened, or the pressure of the corresponding balance valve to be reduced, so as to reduce the force on that outrigger. When the vehicle body is tilted, the control command may require the extension and retraction of the corresponding outrigger to restore the vehicle body to a level state.

[0101] The control execution unit 107 adjusts the hydraulic cylinders of the outriggers via a hydraulic control module. This module includes components such as solenoid valves and flow control valves, enabling precise control of the cylinder's extension and retraction speed and amount, as well as the pressure of the balance valve. During adjustment, the control execution unit 107 also receives outrigger reaction force data and vehicle attitude data collected by the acquisition unit 101 in real time, forming a closed-loop control to ensure that the adjusted attitude meets stability requirements.

[0102] For example, the response time of the control execution unit 107 can be set to less than 100ms to ensure timely response to the control commands of the monitoring unit 105 and rapid adjustment of the working posture; the adjustment accuracy can be set to outrigger extension amount ±1mm and balance valve pressure ±0.1MPa to ensure the accuracy of posture adjustment.

[0103] It should be noted that the order of the embodiments described above is merely for descriptive purposes and does not represent the superiority or inferiority of the embodiments. The processes depicted in the accompanying drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0104] The various embodiments in this specification are described in a progressive manner. The same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on describing the differences from other embodiments.

Claims

1. A system for monitoring the reaction force of outriggers on aerial work platforms, characterized in that, The system includes: The acquisition unit is used to acquire outrigger reaction force data and overall vehicle attitude data of the aerial work platform vehicle during operation. The dynamic analysis unit is used to determine the dynamic response characteristics of each outrigger during operation based on the outrigger reaction force data; the dynamic response characteristics are used to characterize the fluctuation characteristics of the outrigger reaction force itself. The impact assessment unit is used to determine the reaction force deviation of each outrigger under the current ground stiffness based on the vehicle attitude data and the dynamic response characteristics of each outrigger; the reaction force deviation is used to characterize the degree of deviation of the outrigger reaction force monitoring data from the expected stress state under specific ground stiffness conditions. The correction unit is used to correct the reaction force of each outrigger based on the reaction force deviation, the outrigger reaction force data, and the reaction force prediction value output by the reaction force prediction model, so as to obtain the reaction force correction value. The monitoring unit is used to monitor the outriggers of the aerial work platform based on the reaction force correction value.

2. The aerial work platform outrigger reaction force monitoring system according to claim 1, characterized in that, The dynamic analysis unit is specifically used for: Based on the outrigger reaction force data sequence for each outrigger, determine the average deviation of the reaction force change for each outrigger within a preset time neighborhood; Linear fitting is performed on the outrigger reaction force data of each outrigger within the preset time neighborhood, and the overall trend of the reaction force change of each outrigger within the preset time neighborhood is determined based on the slope of the fitted straight line. The dynamic response characteristics are determined based on the average deviation and the overall trend.

3. The aerial work platform outrigger reaction force monitoring system according to claim 1, characterized in that, The impact assessment unit includes a coupling analysis subunit and a comprehensive assessment subunit; The coupling analysis subunit is used to determine the coupling influence parameters of vehicle attitude change on outrigger reaction force change based on the vehicle attitude data sequence and the dynamic response characteristic sequence of each outrigger. The comprehensive evaluation subunit is used to determine the reaction force deviation based on the coupling influence parameters and the current ground stiffness conditions.

4. The aerial work platform outrigger reaction force monitoring system according to claim 3, characterized in that, The coupling analysis subunit is specifically used for: For each outrigger, the correlation between the changes in the overall vehicle attitude data sequence and the changes in the dynamic response characteristic sequence of the outrigger is analyzed to obtain the degree of synchronous influence of the vehicle levelness change on the outrigger. Based on the synchronization influence degree of the outrigger and the statistical value of the dynamic response characteristics, the coupling influence parameter of the outrigger is determined, and the coupling influence parameter is used to characterize the reaction force variation law of the outrigger.

5. The aerial work platform outrigger reaction force monitoring system according to claim 4, characterized in that, The comprehensive evaluation subunit is specifically used for: Based on the coupling influence parameters of each outrigger, the distribution law of the reaction force variation of each outrigger under the current ground stiffness condition is analyzed, and the outrigger reaction force distribution law parameters under the current ground stiffness condition are obtained. Based on the outrigger reaction force distribution parameters and the current ground stiffness value, determine the overall anomaly of the outrigger reaction force monitoring data under the current working condition; Based on the overall anomaly and the difference between the dynamic response characteristics of each outrigger and the overall level, the reaction force deviation of each outrigger is determined.

6. The aerial work platform outrigger reaction force monitoring system according to claim 1, characterized in that, The correction unit is specifically used for: Based on the reaction force deviation of each outrigger, a first fusion weight of the reaction force monitoring value and a second fusion weight of the reaction force prediction value of the outrigger are generated; wherein, the first fusion weight is negatively correlated with the reaction force deviation, the second fusion weight is positively correlated with the reaction force deviation, and the sum of the first fusion weight and the second fusion weight is a fixed value; Based on the first fusion weight and the second fusion weight, the monitored reaction force value of the outrigger and the predicted reaction force value are weighted and summed to obtain the reaction force correction value of the outrigger.

7. The aerial work platform outrigger reaction force monitoring system according to claim 1, characterized in that, The system also includes a model training unit for: Obtain a training dataset, which includes multiple sets of training samples. Each set of training samples includes: boom motion state parameters and sample ground stiffness indicators, as well as outrigger reaction force data actually measured under the working conditions corresponding to the boom motion state parameters and sample ground stiffness indicators. The initial network model is trained using the boom motion state parameters and sample ground stiffness indicators as inputs and the actual measured outrigger reaction force data as outputs to obtain the reaction force prediction model. The reaction force prediction model is used to predict the reaction force prediction value of each outrigger based on the input boom motion state parameters and ground stiffness conditions.

8. The aerial work platform outrigger reaction force monitoring system according to claim 1, characterized in that, The monitoring unit includes: The stability judgment subunit is used to calculate the safety factor characterizing the stability of the entire vehicle based on the reaction force correction value of each outrigger and the structural parameters and mass distribution of the aerial work platform. The early warning and intervention subunit is used to issue an early warning signal when the safety factor is lower than a first threshold; and to generate and output control commands to limit the boom movement when the safety factor is lower than a second threshold that is lower than the first threshold.

9. The aerial work platform outrigger reaction force monitoring system according to claim 1, characterized in that, The acquisition unit includes: Multiple pressure sensing components are respectively installed in the hydraulic circuit of each outrigger cylinder to collect pressure signals reflecting the outrigger's supporting force and convert them into outrigger reaction force data; An attitude sensing component is installed on the main structure of the aerial work vehicle chassis to collect angle signals reflecting the vehicle's spatial attitude and convert them into the overall vehicle attitude data. The signal processing component is used to synchronously acquire, filter and reduce noise, and perform baseline calibration on the pressure signal and the angle signal to form time-aligned and preprocessed outrigger reaction force data and vehicle attitude data.

10. The aerial work platform outrigger reaction force monitoring system according to claim 1, characterized in that, The system also includes a control execution unit, which is communicatively connected to the monitoring unit and the hydraulic outrigger system of the aerial work platform. The control execution unit is used to receive control commands issued by the monitoring unit and adjust the extension and retraction of the hydraulic cylinders of the corresponding outriggers or the pressure of the balance valve based on the control commands, so as to adaptively adjust the working posture of the aerial work platform.

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