A laser radar support vibration damping optimization method and system

Abstract

The present application relates to a kind of laser radar support vibration damping optimization method and system, it is related to the technical field of laser radar support damping, it includes: the real-time vibration frequency of support and external excitation frequency are collected;Real-time vibration frequency is compared with external excitation frequency to calculate to obtain frequency closeness;When frequency closeness is not less than preset resonance trigger threshold, the current stiffness parameter of support is collected;Based on current stiffness parameter and external excitation frequency to determine target stiffness adjustment amount;According to target stiffness adjustment amount to generate stiffness adjustment instruction;In response to stiffness adjustment instruction, control stiffness adjustment actuator adjusts the support stiffness of support, to complete the adjustment of support support stiffness to make real-time vibration frequency deviate from external excitation frequency.The present application has when external excitation frequency deviates from the effective working frequency band of passive element, the effect of improving damping effect.

Description

Technical Field

[0001] This invention relates to the technical field of vibration reduction for lidar supports, and in particular to a method and system for optimizing vibration reduction of lidar supports. Background Technology

[0002] A lidar bracket is a support structure used to fix lidar to a vehicle. It is usually installed on the roof, bumper, or other parts of the vehicle body to provide a stable mounting base for the lidar.

[0003] Currently, lidar mounts are subjected to various vibration excitations from the road surface during use. When a vehicle is in motion, external excitations generated by road unevenness, wheel dynamic balance, engine ignition pulses, and other vibration sources are transmitted to the vehicle body through the suspension system, and then to the lidar via the mount. When the natural frequency of the mount is close to or equal to the frequency of the external excitation, the mount will resonate, causing a sharp amplification of the vibration amplitude. Resonance will cause the lidar to vibrate violently, resulting in point cloud data distortion, decreased target recognition accuracy, and in severe cases, even damage to the delicate optical components inside the lidar.

[0004] To address the aforementioned issues, related technologies typically employ passive vibration damping methods, such as installing rubber bushings or damping elements at the connection between the bracket and the vehicle body, absorbing vibration energy through the material's inherent damping properties. However, the damping characteristics of passive damping elements are fixed, meaning they are only effective within a specific frequency range and cannot adapt to the constantly changing external excitation frequencies during vehicle operation. When the external excitation frequency deviates from the effective operating frequency range of the passive elements, the damping effect significantly decreases, requiring further improvement. Summary of the Invention

[0005] In order to improve the vibration reduction effect when the external excitation frequency deviates from the effective operating frequency band of the passive component, the present invention provides a vibration reduction optimization method and system for lidar brackets.

[0006] In a first aspect, the present invention provides a vibration reduction and optimization method for a lidar support, which adopts the following technical solution:

[0007] A method for optimizing vibration reduction of a lidar support includes:

[0008] The real-time vibration frequency of the acquisition support and the external excitation frequency were collected.

[0009] The frequency similarity is calculated by comparing the real-time vibration frequency with the external excitation frequency.

[0010] When the frequency is close to or not lower than the preset resonance trigger threshold, the current stiffness parameters of the support are collected.

[0011] The target stiffness adjustment amount is determined based on the current stiffness parameters and the external excitation frequency;

[0012] Generate stiffness adjustment instructions based on the target stiffness adjustment amount;

[0013] In response to the stiffness adjustment command, the stiffness adjustment actuator is controlled to adjust the support stiffness of the bracket, so as to adjust the support stiffness of the bracket to make the real-time vibration frequency deviate from the external excitation frequency.

[0014] Optionally, methods for identifying and compensating for wiper friction interference may also be included:

[0015] Collect the current operating speed of the windshield wipers and the current position of the wiper arms;

[0016] The frequency range of friction excitation generated by the wiper during the current sweeping stroke is determined based on the current working speed and the current position of the wiper arm.

[0017] The frequency range of friction excitation is compared with the real-time vibration frequency to determine whether there is frequency overlap.

[0018] When there is frequency overlap, the friction excitation frequency range is superimposed on the external excitation frequency as an additional external excitation to obtain the corrected external excitation frequency.

[0019] The target stiffness adjustment amount is redetermined based on the corrected external excitation frequency.

[0020] By adopting the above technical solution, the vibration frequency of the support and the external excitation frequency are collected and compared to calculate the frequency closeness. When the frequency closeness reaches the resonance trigger threshold, the target stiffness adjustment amount is known based on the current stiffness parameters and the external excitation frequency. A stiffness adjustment command is generated and the stiffness adjustment actuator is controlled to adjust the support stiffness of the support, so that the real-time vibration frequency of the support actively deviates from the external excitation frequency, thereby avoiding resonance and improving the vibration reduction effect.

[0021] Optionally, a method for determining the target stiffness adjustment amount may also be included:

[0022] Collect the current adjustable range and response delay time of the stiffness adjustment actuator;

[0023] The current stiffness parameter is compared with the preset stiffness reference value to obtain the stiffness deviation value;

[0024] The demand offset is determined based on the difference between the external excitation frequency and the real-time vibration frequency.

[0025] The initial adjustment amount is obtained by matching the current stiffness parameters, real-time vibration frequency, required offset, stiffness deviation value, and current adjustable range.

[0026] The initial adjustment amount is corrected by incorporating the response delay time to obtain the target stiffness adjustment amount.

[0027] By adopting the above technical solution, the stiffness deviation value is obtained by collecting the current adjustable range of the stiffness adjustment actuator. Simultaneously, the required offset is obtained based on the difference between the external excitation frequency and the real-time vibration frequency, which is then matched to obtain the initial adjustment amount. This initial adjustment amount is then corrected by incorporating the response delay time to obtain the target stiffness adjustment amount. This ensures that the target stiffness adjustment amount comprehensively considers the actuator's physical limitations, the current stiffness state, and the system response characteristics, thereby improving the accuracy and reliability of stiffness adjustment.

[0028] Optionally, methods for monitoring actuator lifespan consumption may also be included:

[0029] The actual adjustment amplitude and adjustment rate of the stiffness adjustment actuator in each adjustment action are collected;

[0030] The lifespan consumption value for a single action is calculated based on the actual adjustment amplitude and adjustment rate.

[0031] The lifespan consumption value of a single action is accumulated into the total historical lifespan consumption value;

[0032] When the total historical lifespan consumption exceeds the preset lifespan warning threshold, an actuator lifespan warning signal is generated.

[0033] By adopting the above technical solution, the life consumption value of a single action can be known by understanding the actual adjustment range and adjustment rate. This value is then accumulated to the historical life consumption total value. When the historical life consumption total value exceeds the life warning threshold, a warning signal containing the remaining life value is generated. This enables refined quantification of the actuator wear status and prediction of the remaining life, improving the accuracy and predictability of maintenance warnings.

[0034] Optionally, actuator lifetime optimization methods may also be included:

[0035] In response to actuator life warning signals, the vehicle's suspension travel, vertical acceleration, suspension stiffness coefficient, and suspension damping coefficient are collected.

[0036] The road surface roughness coefficient is calculated based on the suspension dynamic travel and the vehicle body vertical acceleration;

[0037] The natural frequency and damping ratio of the suspension system are calculated based on the suspension stiffness coefficient and suspension damping coefficient.

[0038] The road surface roughness coefficient, natural frequency, and damping ratio are input into the preset suspension vibration isolation model to calculate the vibration isolation contribution rate of the suspension system to the current road surface excitation.

[0039] When the vibration isolation contribution rate exceeds the preset contribution rate threshold, the reduced target stiffness adjustment amount is calculated based on the target stiffness adjustment amount, the vibration isolation contribution rate, and the contribution rate threshold.

[0040] A stiffness adjustment command is generated based on the reduced target stiffness adjustment amount.

[0041] By adopting the above technical solution, when an actuator life warning signal is received, the road surface roughness coefficient and suspension vibration isolation characteristics are calculated by collecting suspension parameters. Then, the vibration isolation contribution rate of the suspension system to the current road surface excitation is evaluated. When the vibration isolation contribution rate exceeds the threshold, the target stiffness adjustment amount is reduced and optimized based on the vibration isolation contribution rate. This reduces the adjustment range of the actuator when the suspension has already provided a good vibration isolation effect, thereby reducing the life consumption rate of the actuator and extending the overall service life of the actuator.

[0042] Optionally, a multi-support collaborative control method may also be included:

[0043] Collect the current stent number;

[0044] The adjacent support numbers are determined based on the current support number, and the adjacent real-time vibration frequencies and adjacent current stiffness parameters reported by the supports corresponding to the adjacent support numbers are received.

[0045] The real-time vibration frequency is compared with the adjacent real-time vibration frequency to obtain the frequency difference.

[0046] When the frequency difference is lower than the preset collaborative triggering threshold, the frequency offset direction and offset allocation coefficient of the bracket corresponding to the current bracket number are determined based on the ratio of the current stiffness parameter to the adjacent current stiffness parameter.

[0047] The cooperative stiffness adjustment amount is calculated based on the offset allocation coefficient and the target stiffness adjustment amount;

[0048] Generate a coordinated stiffness adjustment command based on the coordinated stiffness adjustment amount.

[0049] By adopting the above technical solution, the frequency difference is obtained by collecting the current support number and determining the adjacent support numbers, receiving the real-time vibration frequency and current stiffness parameters of the adjacent supports, and when the frequency difference is lower than the collaborative triggering threshold, the frequency offset direction and offset distribution coefficient are obtained first to determine the collaborative stiffness adjustment amount, thereby realizing the collaborative vibration reduction control between multiple supports, avoiding mutual interference or resonance coupling caused by independent adjustment of adjacent supports, and improving the overall vibration reduction effect.

[0050] Optionally, collaborative optimization methods may also be included:

[0051] The structural connection stiffness coefficient between the current support and the adjacent support is determined based on the current support number and the adjacent support numbers;

[0052] The coupling influence factor of the current support stiffness change on adjacent supports is calculated based on the structural connection stiffness coefficient and the current stiffness parameter.

[0053] The target stiffness adjustment is input into the coupling influence factor to calculate the passive frequency offset of adjacent supports due to the current support stiffness adjustment;

[0054] The amount of coordinated stiffness adjustment of adjacent supports is reduced based on the passive frequency offset to obtain the actual required adjustment amount of adjacent supports.

[0055] The stiffness adjustment command for the current support and the actual required adjustment amount after the adjacent support is reduced are issued simultaneously.

[0056] By adopting the above technical solution, the coupling influence factor is obtained by determining the structural connection stiffness coefficient, and then the passive frequency offset is obtained. Based on the offset, the coordinated stiffness adjustment of adjacent supports is reduced and then the command is issued synchronously. This allows the stiffness adjustment of adjacent supports to pre-compensate for the coupling effect caused by the current support adjustment, avoids over-adjustment or resonance coupling of adjacent supports due to passive frequency offset, and improves the accuracy of multi-support coordinated control and the overall vibration reduction effect.

[0057] Optionally, a dynamic correction method based on wiper blade wear is also included:

[0058] Collect the operating current signal of the wiper motor during operation;

[0059] Extract the current ripple component corresponding to the reciprocating motion cycle of the wiper blade from the working current signal;

[0060] The current wear coefficient is calculated based on the current ripple component.

[0061] The friction excitation frequency range is widened and corrected based on the current wear coefficient to obtain an extended friction excitation range;

[0062] The extended friction excitation range is superimposed on the external excitation frequency as an additional external excitation.

[0063] By adopting the above technical solution, the current wear coefficient is obtained by understanding the working current of the wiper motor and extracting the current ripple component corresponding to the reciprocating motion of the wiper blade. This coefficient is then used to widen and correct the friction excitation frequency range before being superimposed on the external excitation frequency. This allows the bracket stiffness adjustment to adapt to the changes in friction characteristics caused by wiper blade wear, thereby improving the adaptability and accuracy of the vibration damping system throughout the entire life cycle of the wiper.

[0064] Optionally, a frequency sweep self-calibration method is also included:

[0065] The wiper arm position and wiper motor speed are collected at preset continuous moments during a complete wiper stroke, as well as the real-time vibration response amplitude of the current bracket at each moment.

[0066] The wiper blade sweeping speed is calculated based on the wiper arm position and wiper motor speed.

[0067] The friction excitation frequency is determined based on the wiper blade sweeping speed.

[0068] The actual frequency response transfer function is obtained based on the friction excitation frequency and the real-time vibration response amplitude.

[0069] The actual frequency response transfer function is compared with the preset theoretical transfer function to obtain the transfer deviation.

[0070] When the transmission deviation exceeds the preset deviation threshold, the target stiffness adjustment parameters in subsequent cycles are corrected based on the actual frequency response transfer function.

[0071] By adopting the above technical solution, the sweeping speed and friction excitation frequency are calculated by understanding the wiper arm position, motor speed and bracket vibration response amplitude. The actual frequency response transfer function is obtained and compared with the theoretical value. When the transfer deviation exceeds the threshold, the calculation parameters of the subsequent target stiffness adjustment are corrected, realizing the self-calibration and parameter optimization of the vibration reduction system, improving the system's adaptability to structural characteristic changes such as bracket aging and loosening, and improving the long-term vibration reduction effect.

[0072] Secondly, this application provides a vibration reduction and optimization system for a lidar support, which adopts the following technical solution:

[0073] A vibration reduction and optimization system for a lidar support includes:

[0074] The acquisition module is used to acquire real-time vibration frequency, external excitation frequency, and current stiffness parameters;

[0075] A memory for storing a program that implements a vibration reduction optimization method for a lidar support;

[0076] The processor is used to load and execute programs stored in memory.

[0077] In summary, this application includes at least one of the following beneficial technical effects:

[0078] 1. By collecting the vibration frequency of the support and the external excitation frequency, and comparing and calculating the frequency closeness, when the frequency closeness reaches the resonance trigger threshold, the target stiffness adjustment amount is known based on the current stiffness parameters and the external excitation frequency. A stiffness adjustment command is generated and the stiffness adjustment actuator is controlled to adjust the support stiffness of the support, so that the real-time vibration frequency of the support actively deviates from the external excitation frequency, thereby avoiding resonance and improving the vibration reduction effect.

[0079] 2. By collecting the current support number and determining the adjacent support numbers, the real-time vibration frequency and current stiffness parameters of the adjacent supports are received to obtain the frequency difference. When the frequency difference is lower than the collaborative triggering threshold, the frequency offset direction and offset distribution coefficient are obtained first to determine the collaborative stiffness adjustment amount. This enables collaborative vibration reduction control among multiple supports, avoids mutual interference or resonance coupling caused by independent adjustment of adjacent supports, and improves the overall vibration reduction effect.

[0080] 3. By understanding the working speed and position of the wiper arm, the friction excitation frequency range can be determined. When this range overlaps with the real-time vibration frequency of the bracket, the friction excitation frequency is added as an additional external excitation to the external excitation frequency to redetermine the target stiffness adjustment amount. This allows the bracket stiffness adjustment to actively compensate for the additional friction interference caused by the wiper operation, avoid the wiper friction excitation from inducing bracket resonance, and improve the stability and adaptability of the vibration reduction system under wiper operation conditions. Attached Figure Description

[0081] Figure 1 This is a flowchart of a method for optimizing vibration reduction of a lidar support. Detailed Implementation

[0082] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments.

[0083] Reference Figure 1 This application discloses a method for optimizing vibration reduction of a lidar support, comprising the following steps:

[0084] S10: Real-time vibration frequency and external excitation frequency of the acquisition support.

[0085] Real-time vibration frequency refers to the actual vibration frequency of the lidar bracket at the current moment. This frequency can be obtained by collecting vibration signals from an accelerometer mounted on the bracket and calculating them in real time using a Fast Fourier Transform (FFT).

[0086] The external excitation frequency refers to the dominant frequency component of the external excitation force transmitted through the vehicle structure to the lidar bracket mounting point. This frequency is obtained by collecting wheel speed sensors, engine speed signals, or vehicle suspension system acceleration signals, and extracting the frequency component with the highest energy through spectrum analysis. The external excitation frequency mainly originates from excitation sources such as road surface unevenness, wheel dynamic balance, and engine ignition pulses.

[0087] S11: Compare the real-time vibration frequency with the external excitation frequency to calculate the frequency similarity.

[0088] Frequency proximity refers to the degree of closeness between the real-time vibration frequency and the external excitation frequency, used to quantify whether the support is currently in the resonance risk range. This proximity is calculated using the absolute value of the difference between the two frequencies.

[0089] S12: When the frequency is close to or not lower than the preset resonance trigger threshold, collect the current stiffness parameters of the support.

[0090] The resonance trigger threshold is a pre-set critical value used to determine whether a stent has entered the resonance risk zone. The resonance trigger threshold is set in advance by those skilled in the art and will not be elaborated here.

[0091] The current stiffness parameter refers to the equivalent support stiffness value of the support at the current moment. This parameter is obtained as follows: The current drive voltage value of the stiffness adjustment actuator is collected by a voltage sensor and input into a preset voltage-stiffness characteristic curve to obtain the corresponding theoretical stiffness value; simultaneously, the current installation point temperature of the actuator is collected by a temperature sensor and input into a preset temperature-stiffness correction curve to obtain the corresponding temperature correction coefficient; the theoretical stiffness value is multiplied by the temperature correction coefficient to obtain the current stiffness parameter. The voltage-stiffness characteristic curve and the temperature-stiffness correction curve are pre-established by those skilled in the art through actuator factory calibration experiments and stored in the controller.

[0092] When the frequency is close to or below the resonance trigger threshold, the stent is considered to be in a safe state.

[0093] When the frequency is close to or not lower than the resonance trigger threshold, it is determined that the support is about to enter the resonance state or is already on the edge of resonance. The current stiffness parameters of the support need to be collected for subsequent steps.

[0094] S13: Determine the target stiffness adjustment amount based on the current stiffness parameters and external excitation frequency.

[0095] The target stiffness adjustment amount refers to the magnitude and direction of the adjustment required to make the current stiffness of the support deviate from the external excitation frequency.

[0096] The specific method for determining the target stiffness adjustment amount will be explained in detail in subsequent sections S20 to S24, and will not be repeated here.

[0097] S14: Generate stiffness adjustment instructions based on the target stiffness adjustment amount.

[0098] A stiffness adjustment command is a control signal used to drive a stiffness adjustment actuator to perform specific actions. This command is generated based on the target stiffness adjustment amount and includes two core parameters: adjustment direction and adjustment amplitude. The adjustment direction is determined by the sign of the target stiffness adjustment amount; a positive value corresponds to increased stiffness, and a negative value corresponds to decreased stiffness. The adjustment amplitude is determined by the absolute value of the target stiffness adjustment amount, and its magnitude directly determines the actuator's range of motion. The stiffness adjustment command is output as a voltage signal, with a linear relationship between the voltage value and the adjustment amplitude. The specific mapping relationship is pre-established by those skilled in the art through actuator calibration experiments and stored in the controller.

[0099] S15: In response to the stiffness adjustment command, control the stiffness adjustment actuator to adjust the support stiffness of the bracket, so as to adjust the support stiffness of the bracket to make the real-time vibration frequency deviate from the external excitation frequency.

[0100] The stiffness adjustment actuator is a stack of piezoelectric ceramics installed at the connection point between the lidar bracket and the vehicle body. Upon receiving a stiffness adjustment command, this stack generates a corresponding inverse piezoelectric effect based on the voltage value in the command, causing the piezoelectric ceramics to change their geometric dimensions in a specific direction. This alters the preload at the bracket connection point, enabling continuous adjustment of the bracket's support stiffness. When the stiffness adjustment command is to increase stiffness, the piezoelectric ceramics elongate, increasing the preload at the connection point and improving the bracket's stiffness. Conversely, when the command is to decrease stiffness, the piezoelectric ceramics shorten, decreasing the preload at the connection point and reducing the bracket's stiffness. Through these adjustments, the bracket's real-time vibration frequency changes accordingly, ultimately deviating from the external excitation frequency and preventing resonance.

[0101] It also includes methods for identifying and compensating for wiper friction interference:

[0102] S16: Collect the current working speed of the windshield wiper and the current position of the wiper arm.

[0103] The current operating mode refers to the current state of the windshield wiper control switch, including intermittent mode, low speed mode, and high speed mode. This signal is acquired in real time via the CAN bus of the vehicle's body control module.

[0104] The current position of the wiper arm refers to the real-time angular position of the wiper arm during its sweeping stroke. This position is acquired in real time by an angle sensor installed inside the wiper motor, with a value ranging from 0° to 180°. 0° corresponds to the wiper arm being at the bottom of the glass, and 180° corresponds to the wiper arm being at the top of the glass.

[0105] S17: Determine the frequency range of friction excitation generated by the wiper during the current sweeping stroke based on the current working speed and the current position of the wiper arm.

[0106] The friction excitation frequency range refers to the range of vibration frequencies generated by the friction between the rubber and glass when the wiper blade sweeps across the glass surface. This range is determined through the following steps: First, the speed of the wiper motor is determined based on the current operating setting, and then the instantaneous sweeping speed of the wiper arm is calculated; then, based on the current position of the wiper arm, a preset friction position mapping table is consulted to obtain the basic friction frequency for the corresponding position; finally, the friction excitation frequency range is constructed with this basic friction frequency as the center and the bandwidth corresponding to the current sweeping speed as the radius. The friction position mapping table is pre-established by those skilled in the art through experimental calibration and stored in the controller.

[0107] S18: Compare the friction excitation frequency range with the real-time vibration frequency to determine whether there is frequency overlap.

[0108] Frequency overlap refers to the intersection between the friction excitation frequency range and the real-time vibration frequency of the support. The determination method is as follows: if the real-time vibration frequency of the support is greater than or equal to the lower limit of the friction excitation frequency range and less than or equal to its upper limit, then frequency overlap is determined to exist; otherwise, frequency overlap is determined not to exist.

[0109] S19: When there is frequency overlap, the friction excitation frequency range is superimposed on the external excitation frequency as an additional external excitation to obtain the corrected external excitation frequency.

[0110] The corrected external excitation frequency refers to the equivalent external excitation frequency after comprehensively considering road surface excitation and wiper friction interference. This frequency is determined as follows: when the original external excitation frequency and the friction excitation frequency range overlap, the frequency with higher energy is used as the corrected external excitation frequency; when they do not overlap, the original external excitation frequency is used as the corrected external excitation frequency.

[0111] S191: Redetermine the target stiffness adjustment amount based on the corrected external excitation frequency.

[0112] This step is the same as S13, except that the input is the corrected external excitation frequency instead of the original external excitation frequency. That is, the target stiffness adjustment is recalculated based on the corrected external excitation frequency and the current stiffness parameters.

[0113] It also includes the method for determining the target stiffness adjustment amount:

[0114] S20: Collect the current adjustable range and response delay time of the stiffness adjustment actuator.

[0115] The current adjustable range refers to the interval between the minimum and maximum stiffness values ​​that the stiffness adjustment actuator can achieve in the current state. This range is obtained by consulting the actuator's specification parameter table, which is pre-set and stored in the controller by those skilled in the art based on the actuator's factory calibration data.

[0116] The response delay time refers to the time required from when the controller issues a stiffness adjustment command to when the actuator begins to produce an effective stiffness change. This time is obtained by consulting the actuator's specification parameter table and is specifically set in advance by those skilled in the art.

[0117] S21: Compare the current stiffness parameter with the preset stiffness reference value to obtain the stiffness deviation value.

[0118] The stiffness reference value refers to the standard stiffness value of the support under conditions of no external excitation and no load. This value is predetermined by the support design drawings or factory calibration data and stored in the controller.

[0119] The stiffness deviation value refers to the offset of the current stiffness parameter relative to the stiffness reference value. This value is calculated using the following formula: Stiffness Deviation Value = Current Stiffness Parameter - Stiffness Reference Value. A positive stiffness deviation value indicates that the current stiffness is greater than the reference value, while a negative value indicates that the current stiffness is less than the reference value.

[0120] S22: Determine the demand offset based on the difference between the external excitation frequency and the real-time vibration frequency.

[0121] Demand offset refers to the theoretically required frequency change to effectively deviate the real-time vibration frequency of the support from the external excitation frequency. This offset is calculated using the following formula: Demand Offset = External Excitation Frequency - Real-Time Vibration Frequency. A positive demand offset indicates that the real-time vibration frequency needs to be increased, while a negative offset indicates that the real-time vibration frequency needs to be decreased.

[0122] S23: Match the current stiffness parameters, real-time vibration frequency, required offset, stiffness deviation value and current adjustable range to obtain the initial adjustment amount.

[0123] The initial adjustment amount refers to the stiffness adjustment value calculated theoretically without considering the dynamic response characteristics of the actuator. This adjustment amount is determined through the following steps:

[0124] First, given the real-time vibration frequency and the required offset, the target's natural frequency is calculated by adding the real-time vibration frequency and the required offset.

[0125] Secondly, taking the target's natural frequency as a known quantity and the equivalent mass of the support as a known design parameter, the theoretical target stiffness value can be obtained by squaring the target's natural frequency, multiplying it by a constant (pre-set by those skilled in the art, which will not be elaborated here), and then multiplying it by the equivalent mass of the support.

[0126] Then, the theoretical target stiffness value is compared with the current stiffness parameter. The theoretical stiffness change is calculated by subtracting the current stiffness parameter from the theoretical target stiffness value. This theoretical stiffness change is then corrected by incorporating the stiffness deviation value. The comprehensive theoretical adjustment is obtained by subtracting the stiffness deviation value from the theoretical stiffness change. Subtracting the stiffness deviation value here is to eliminate the influence of existing stiffness offsets on the adjustment amount, ensuring that the adjusted stiffness accurately reaches the target value.

[0127] Finally, the comprehensive theoretical adjustment amount is matched with the current adjustable range: if it exceeds the upper limit of the adjustable range, the upper limit value is used as the initial adjustment amount; if it is lower than the lower limit of the adjustable range, the lower limit value is used as the initial adjustment amount; if it is within the adjustable range, the comprehensive theoretical adjustment amount is used as the initial adjustment amount.

[0128] S24: Correct the initial adjustment amount by combining the response delay time to obtain the target stiffness adjustment amount.

[0129] The target stiffness adjustment is obtained by multiplying the initial adjustment by an overshoot compensation coefficient determined based on the response delay time. The overshoot compensation coefficient is positively correlated with the response delay time, and the specific correspondence is preset by those skilled in the art based on experimental data and stored in the overshoot compensation coefficient table.

[0130] It also includes methods for monitoring actuator lifespan consumption:

[0131] S30: Collect the actual adjustment amplitude and adjustment rate of the stiffness adjustment actuator in each adjustment action.

[0132] The actual adjustment range refers to the absolute value of the actual change in stiffness of the actuator during a complete stiffness adjustment action, from the start to the end of the action. This value is calculated by collecting the initial position at the start of the action and the termination position at the end of the action using the actuator's built-in displacement sensor, and combining this data with the actuator's stiffness-displacement calibration curve. The stiffness-displacement calibration curve is pre-established by those skilled in the art through actuator factory calibration experiments and stored in the controller.

[0133] The adjustment rate refers to how quickly the stiffness of the actuator changes during a single adjustment action. This value is calculated by dividing the actual adjustment amplitude by the duration of the action, which is recorded in real time from the start to the end of the action by a timer built into the actuator.

[0134] S31: Calculate the life consumption value of a single action based on the actual adjustment amplitude and adjustment rate.

[0135] The lifespan consumption value refers to the proportion of the expected service life consumed by the actuator for each adjustment action. This value is calculated by inputting the actual adjustment amplitude and adjustment rate into a preset lifespan consumption model. The lifespan consumption model is a bivariate function, and its output value is positively correlated with both the actual adjustment amplitude and adjustment rate. The specific function form and parameters are determined in advance by those skilled in the art based on fatigue test data of the actuator, and will not be elaborated here.

[0136] S32: Add the life consumption value of a single action to the total historical life consumption value.

[0137] The historical lifetime consumption value refers to the cumulative sum of all single-action lifetime consumption values ​​since the actuator was first put into use. This value is calculated by adding the single-action lifetime consumption value obtained in this calculation to the historical lifetime consumption value stored in the memory, and then updating the memory.

[0138] S33: When the total historical lifespan consumption exceeds the preset lifespan warning threshold, an actuator lifespan warning signal is generated.

[0139] The lifespan warning threshold is a warning limit set for the total historical lifespan consumption. This threshold is determined based on the actuator's design lifespan and reliability requirements, and is specifically set in advance by those skilled in the art, and will not be elaborated here.

[0140] The actuator life warning signal is an alarm message generated by the controller when the total historical life consumption exceeds the life warning threshold, indicating that the actuator is about to reach the end of its service life. This signal can be sent to the vehicle display screen or a remote monitoring platform.

[0141] It also includes actuator lifespan optimization methods:

[0142] S40: In response to actuator life warning signals, collect vehicle suspension travel, vehicle vertical acceleration, suspension stiffness coefficient, and suspension damping coefficient.

[0143] Suspension travel refers to the displacement of the shock absorber piston rod relative to the cylinder block during the compression and rebound processes of a vehicle's suspension system. This value is acquired in real time by displacement sensors installed on each wheel suspension.

[0144] Vehicle vertical acceleration refers to the vibration acceleration of the vehicle body in the vertical direction. This value is obtained in real time by an acceleration sensor installed near the vehicle's center of gravity.

[0145] The suspension stiffness coefficient refers to the equivalent elastic coefficient of the suspension system. This value is predetermined through factory calibration data and stored in the controller.

[0146] The suspension damping coefficient refers to the equivalent damping coefficient of the suspension system. This value is predetermined through factory calibration data and stored in the controller.

[0147] S41: The road surface roughness coefficient is calculated based on the suspension dynamic travel and the vehicle body vertical acceleration.

[0148] The road surface roughness coefficient is a dimensionless index used to quantify the roughness of the current road surface. This coefficient is calculated through the following steps: First, power spectral density analysis is performed on the suspension travel and the vehicle's vertical acceleration to extract the total energy value within a preset frequency band (specifically set by those skilled in the art, and not detailed here); then, this total energy value is input into a preset road surface roughness mapping table to retrieve the corresponding road surface roughness coefficient. The road surface roughness mapping table is pre-established by those skilled in the art based on measured data from typical road surfaces and stored in the controller.

[0149] S42: The natural frequency and damping ratio of the suspension system are calculated based on the suspension stiffness coefficient and suspension damping coefficient.

[0150] The natural frequency refers to the frequency of free vibration of the suspension system under undamped conditions. This frequency is calculated based on the suspension stiffness coefficient and sprung mass, which are known vehicle design parameters.

[0151] The damping ratio is the ratio of the actual damping of a suspension system to its critical damping. This ratio is calculated based on the suspension stiffness coefficient, suspension damping coefficient, and sprung mass.

[0152] S43: Input the road surface roughness coefficient, natural frequency, and damping ratio into the preset suspension vibration isolation model to calculate the vibration isolation contribution rate of the suspension system to the current road surface excitation.

[0153] A suspension vibration isolation model is a pre-established mathematical model used to describe the vibration isolation capability of a suspension system. This model is based on suspension dynamics theory and is stored in the controller after fitting and calibration with a large amount of experimental data. The model's inputs are the road surface roughness coefficient, the suspension's natural frequency, and the damping ratio, and its output is the vibration isolation contribution rate.

[0154] Vibration isolation contribution rate refers to the proportion of vibration energy that the suspension system can independently attenuate under current road conditions. The higher the vibration isolation contribution rate, the stronger the suspension system's ability to suppress road excitation, and the less adjustment work the bracket actuator needs to undertake.

[0155] S44: When the vibration isolation contribution rate exceeds the preset contribution rate threshold, the reduced target stiffness adjustment amount is calculated based on the target stiffness adjustment amount, the vibration isolation contribution rate, and the contribution rate threshold.

[0156] The contribution rate threshold refers to a limit value set for the vibration isolation contribution rate. When the vibration isolation contribution rate exceeds this threshold, it indicates that the suspension system itself is already able to effectively attenuate the current road excitation, and the adjustment task of the support actuator can be appropriately reduced. This threshold is preset by those skilled in the art based on the system design objectives, and will not be elaborated here.

[0157] The reduced target stiffness adjustment refers to the actual stiffness adjustment value that the bracket actuator needs to bear after the suspension vibration isolation capacity has been reduced. This adjustment is calculated as follows: First, the proportion by which the vibration isolation contribution rate exceeds the contribution rate threshold is calculated. Then, the target stiffness adjustment is multiplied by the reduction coefficient corresponding to this proportion to obtain the reduced target stiffness adjustment. The reduction coefficient is negatively correlated with the proportion; the larger the proportion, the smaller the reduction coefficient. The specific correspondence is pre-set and stored in the reduction coefficient table by those skilled in the art based on energy distribution principles.

[0158] S45: Generate stiffness adjustment instructions based on the reduced target stiffness adjustment amount.

[0159] This step is the same as S14, except that the input is the reduced target stiffness adjustment amount instead of the original target stiffness adjustment amount.

[0160] It also includes multi-support collaborative control methods:

[0161] S50: Collect the current stent number.

[0162] The current support number refers to a unique identifier assigned to the support currently executing the control algorithm. This number is pre-stored in the read-only memory of the support controller and is used to uniquely identify the support within the communication network.

[0163] S51: Determine the adjacent support number based on the current support number, and receive the adjacent real-time vibration frequency and adjacent current stiffness parameters reported by the support corresponding to the adjacent support number.

[0164] The adjacent bracket number refers to the identification code of other brackets that are physically adjacent to the current bracket in its installation location. This correspondence is determined by a bracket topology table pre-stored in the system, which records the number of each bracket and the numbers of its adjacent brackets.

[0165] Adjacent real-time vibration frequency refers to the real-time vibration frequency value collected and reported by adjacent supports through their own sensors.

[0166] The adjacent current stiffness parameter refers to the current stiffness value calculated and reported by the adjacent support through its own controller.

[0167] S52: Compare the real-time vibration frequency with the adjacent real-time vibration frequency to obtain the frequency difference.

[0168] The frequency difference refers to the absolute value of the difference between the real-time vibration frequency of the current support and the real-time vibration frequency of the adjacent support. This value is obtained by calculating |current real-time vibration frequency - adjacent real-time vibration frequency|.

[0169] S53: When the frequency difference is lower than the preset collaborative triggering threshold, the frequency offset direction and offset distribution coefficient of the current support are determined based on the ratio of the current stiffness parameter to the adjacent current stiffness parameter.

[0170] The coordinated triggering threshold refers to the limit value for determining the frequency proximity of two adjacent supports to determine whether coordinated adjustment is needed. When the frequency difference is below this threshold, it indicates that the vibration frequencies of the two supports are close, which may lead to mutual coupling or energy superposition, requiring coordinated adjustment. This threshold is preset by those skilled in the art based on the vehicle body structure characteristics and the support installation spacing, and will not be elaborated here.

[0171] The frequency offset direction refers to whether the current support should adjust its real-time vibration frequency upwards or downwards. This direction is determined by comparing the current stiffness parameter with adjacent current stiffness parameters: if the current stiffness parameter is less than the adjacent current stiffness parameter, the current support has lower stiffness, is easier to adjust, and undertakes the main frequency offset task; its frequency offset direction is to move away from the real-time vibration frequency of the adjacent support. If the current stiffness parameter is greater than the adjacent current stiffness parameter, the current support has higher stiffness, is more difficult to adjust, and undertakes the secondary frequency offset task; its frequency offset direction is also to move away from the real-time vibration frequency of the adjacent support.

[0172] The offset allocation coefficient refers to the proportion of the total frequency offset that the current support should bear in the coordinated adjustment. This coefficient is calculated based on the ratio of the current stiffness parameter to the adjacent current stiffness parameter. Supports with smaller stiffness are allocated a larger coefficient, and supports with larger stiffness are allocated a smaller coefficient. The specific correspondence is preset and stored in the allocation coefficient table by those skilled in the art according to the load balancing principle.

[0173] S54: The cooperative stiffness adjustment is calculated based on the offset allocation coefficient and the target stiffness adjustment.

[0174] The coordinated stiffness adjustment amount refers to the actual stiffness adjustment value that the current support needs to perform after multi-support coordinated allocation. This adjustment amount is obtained by multiplying the target stiffness adjustment amount by the offset allocation coefficient.

[0175] S55: Generate a coordinated stiffness adjustment command based on the coordinated stiffness adjustment amount.

[0176] This step is the same as S14, except that the input is the cooperative stiffness adjustment amount instead of the original target stiffness adjustment amount.

[0177] It also includes collaborative optimization methods:

[0178] S60: Determine the structural connection stiffness coefficient between the current support and the adjacent support based on the current support number and the adjacent support number.

[0179] The structural connection stiffness coefficient refers to the reciprocal of the relative displacement between the current bracket mounting point and the adjacent bracket mounting point of the vehicle body structure under a unit force. This coefficient is obtained by querying a preset vehicle body structural stiffness table, which is pre-established based on vehicle body finite element simulation analysis or actual vehicle modal test data, and records the structural connection stiffness coefficient between any two bracket mounting points.

[0180] S61: Based on the structural connection stiffness coefficient and the current stiffness parameter, calculate the coupling influence factor of the current support stiffness change on the adjacent supports.

[0181] The coupling effect factor is a quantitative indicator that measures how much the natural frequency of adjacent supports changes when the stiffness of the current support changes by one unit. This factor is calculated by multiplying the structural connection stiffness coefficient by the transmission efficiency coefficient. The transmission efficiency coefficient is a constant determined based on the vibration energy transmission efficiency between the two supports and the structural damping characteristics. Specifically, it is calibrated in advance by those skilled in the art based on the vehicle body structural characteristics and stored in the controller.

[0182] S62: Input the target stiffness adjustment amount into the coupling influence factor to calculate the passive frequency offset of the adjacent support due to the current support stiffness adjustment.

[0183] Passive frequency offset refers to the passive shift in the natural frequency of adjacent supports caused by structural coupling after the current support undergoes stiffness adjustment. This offset is obtained by multiplying the target stiffness adjustment by the coupling effect factor.

[0184] S63: Based on the passive frequency offset, reduce the cooperative stiffness adjustment of adjacent supports to obtain the actual required adjustment of adjacent supports.

[0185] The actual required adjustment amount refers to the stiffness adjustment value that adjacent supports actually need to actively perform, taking into account the passive coupling effect caused by the current support adjustment. This adjustment amount is determined through the following steps: First, the passive frequency offset is input into a preset frequency-stiffness inverse mapping model to calculate the stiffness adjustment amount equivalent to the passive frequency offset; then, the equivalent stiffness adjustment amount is subtracted from the original coordinated stiffness adjustment amount of the adjacent supports to obtain the actual required adjustment amount of the adjacent supports. The frequency-stiffness inverse mapping model is established based on the natural frequency relationship of a single-degree-of-freedom spring-mass system, and is pre-calibrated and stored in the controller by those skilled in the art.

[0186] S64: Simultaneously issue the stiffness adjustment command for the current support and the actual required adjustment amount after the adjacent support is reduced.

[0187] The stiffness adjustment command of the current support and the actual required adjustment amount of the adjacent support are sent to the corresponding support actuators simultaneously through the controller area network bus, so that the two supports can perform adjustment actions in coordination within the same control cycle, avoiding mutual interference caused by sequential adjustment.

[0188] It also includes dynamic correction methods based on wiper blade wear:

[0189] S70: Collects the operating current signal of the wiper motor during operation.

[0190] The operating current signal refers to the real-time current value of the wiper motor during operation. This signal is acquired in real time by a current sensor in the motor drive circuit.

[0191] S71: Extract the current ripple component corresponding to the reciprocating motion cycle of the wiper blade from the working current signal.

[0192] The current ripple component refers to the periodic fluctuation component superimposed on the DC component of the motor's operating current. This component is extracted through the following steps: First, the operating current signal is low-pass filtered to obtain the DC component of the current; then, the DC component is subtracted from the original current signal to obtain a ripple signal containing various frequency components; finally, the ripple signal is band-pass filtered to extract the ripple component with the same frequency as the reciprocating motion cycle of the wiper blade (determined by the wiper arm position signal).

[0193] S72: Calculate the current wear coefficient based on the current ripple component.

[0194] The current wear coefficient is a dimensionless index used to quantify the degree of aging or wear of wiper blade rubber. This coefficient is calculated through the following steps: first, the peak amplitude and waveform distortion rate of the current ripple component are extracted; then, the peak amplitude and waveform distortion rate are input into a preset wear coefficient mapping model to obtain the current wear coefficient. The wear coefficient mapping model is pre-fitted and established by those skilled in the art using friction test data of wiper blades with different wear levels on standard glass, and is stored in the controller.

[0195] S73: The friction excitation frequency range is widened and corrected based on the current wear coefficient to obtain an extended friction excitation range.

[0196] The extended friction excitation range refers to a wider frequency range obtained by broadening the basic friction excitation frequency range after considering the secondary high-frequency harmonics generated by wiper blade wear. This range is determined as follows: the lower limit of the basic friction excitation frequency range is multiplied by a preset lower limit broadening coefficient, and the upper limit of the basic friction excitation frequency range is multiplied by a preset upper limit broadening coefficient. Simultaneously, a harmonic offset proportional to the wear degree coefficient is superimposed on the upper limit. The correspondence between the lower limit broadening coefficient, the upper limit broadening coefficient, the harmonic offset, and the wear degree coefficient is pre-defined by those skilled in the art and stored in a broadening parameter table.

[0197] S74: The extended friction excitation range is superimposed on the external excitation frequency as an additional external excitation.

[0198] This step is the same as S19, except that the input is an extended friction excitation range instead of the basic friction excitation frequency range. That is, the extended frequency range is superimposed on the external excitation frequency as an additional external excitation to obtain the corrected external excitation frequency.

[0199] It also includes a frequency sweep self-calibration method:

[0200] S80: Collects the wiper arm position and wiper motor speed at preset continuous moments during a complete wiper stroke, as well as the real-time vibration response amplitude of the current bracket at each moment.

[0201] Continuous time points refer to multiple sampling time points selected at preset time intervals (e.g., every 10 milliseconds) during a complete sweep stroke. These time points cover the entire process from the start of the wiper arm at the bottom dead center to its return to the bottom dead center.

[0202] Wiper arm position refers to the real-time angular position of the wiper arm at various consecutive moments. This position is obtained in real time by an angle sensor inside the wiper motor.

[0203] The wiper motor speed refers to the rotational speed of the output shaft of the wiper motor at consecutive moments. This speed is acquired in real time by a Hall sensor inside the motor.

[0204] Real-time vibration response amplitude refers to the vibration intensity of the current bracket at each consecutive moment. This value is collected synchronously with the wiper arm position and motor speed, and is obtained in real time through an accelerometer on the bracket.

[0205] S81: The wiper blade sweeping speed is calculated based on the wiper arm position and the wiper motor speed.

[0206] The wiper blade sweeping speed refers to the linear velocity of the wiper blade as it moves across the glass surface. This speed is calculated using the following formula: multiply the motor speed by the transmission ratio to obtain the wiper arm swing angular velocity, and then multiply the angular velocity by the wiper arm length to obtain the wiper blade sweeping speed. The transmission ratio and wiper arm length are known design parameters.

[0207] S82: Determine the friction excitation frequency based on the wiper blade sweeping speed.

[0208] The friction excitation frequency refers to the dominant vibration frequency generated by the friction between the rubber and glass of the wiper blade at the current sweeping speed. This frequency is obtained by looking up the wiper blade sweeping speed in a preset frequency-speed mapping table. The frequency-speed mapping table is pre-established by those skilled in the art using friction experimental data at different sweeping speeds and stored in the controller.

[0209] S83: The actual frequency response transfer function is obtained based on the friction excitation frequency and the real-time vibration response amplitude.

[0210] The actual frequency response transfer function is a function curve describing the relationship between the vibration response amplitude of the support and the excitation frequency. This function is obtained through the following steps: The friction excitation frequency at each consecutive moment is used as the independent variable, and the corresponding real-time vibration response amplitude is used as the dependent variable; a scatter plot is then drawn in a frequency-amplitude coordinate system. Then, curve fitting is performed on these scatter plots to obtain a continuous frequency response transfer function curve. Curve fitting employs either polynomial fitting or spline interpolation methods, which are specifically selected in advance by those skilled in the art.

[0211] S84: Compare the actual frequency response transfer function with the preset theoretical transfer function to obtain the transfer deviation.

[0212] The theoretical transfer function refers to the standard frequency response characteristic curve of the support under the design state. This curve is pre-established and stored in the controller through finite element simulation or bench test.

[0213] The transfer deviation refers to the degree of difference between the actual frequency response transfer function and the theoretical transfer function. This deviation is obtained by calculating the area difference or root mean square error of the two curves within a preset frequency range of interest.

[0214] S85: When the transmission deviation exceeds the preset deviation threshold, the target stiffness adjustment parameters in subsequent cycles are corrected based on the actual frequency response transfer function.

[0215] The deviation threshold refers to the upper limit of the allowable range set for the amount of transmission deviation. It is specifically set in advance by those skilled in the art based on the system accuracy requirements, and will not be elaborated here.

[0216] Correction refers to replacing the theoretical transfer function with the actual frequency response transfer function as the calculation benchmark when determining the target stiffness adjustment amount based on the external excitation frequency in the subsequent S13 step, so that the calculation of the adjustment amount is more in line with the actual state of the current vehicle body.

[0217] Based on the same inventive concept, embodiments of the present invention provide a vibration reduction and optimization system for a lidar support, comprising:

[0218] The data acquisition module is used to collect real-time vibration frequency, external excitation frequency, current stiffness parameters, current adjustable range, response delay time, actual adjustment amplitude, adjustment rate, suspension dynamic stroke, vehicle vertical acceleration, suspension stiffness coefficient, suspension damping coefficient, current bracket number, current working gear, wiper arm current position, working current signal, wiper arm position, wiper motor speed, and real-time vibration response amplitude.

[0219] A memory for storing a program that implements a vibration reduction optimization method for a lidar support;

[0220] The processor is used to load and execute programs stored in memory.

[0221] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional modules is used as an example. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. The specific working process of the system, device, and unit described above can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0222] The above description is merely a preferred embodiment of the present invention. The scope of protection of the present invention is not limited to the above embodiments. All technical solutions falling within the scope of the present invention's concept are within the scope of protection of the present invention. It should be noted that for those skilled in the art, any improvements and modifications made without departing from the principles of the present invention should also be considered within the scope of protection of the present invention.

Claims

1. A method for optimizing vibration reduction of a lidar support, characterized in that, include: The real-time vibration frequency of the acquisition support and the external excitation frequency were collected. The frequency similarity is calculated by comparing the real-time vibration frequency with the external excitation frequency. When the frequency is close to or not lower than the preset resonance trigger threshold, the current stiffness parameters of the support are collected. The target stiffness adjustment amount is determined based on the current stiffness parameters and the external excitation frequency; Generate stiffness adjustment instructions based on the target stiffness adjustment amount; In response to the stiffness adjustment command, the stiffness adjustment actuator is controlled to adjust the support stiffness of the bracket, so as to adjust the support stiffness of the bracket to make the real-time vibration frequency deviate from the external excitation frequency. It also includes methods for identifying and compensating for wiper friction interference: Collect the current operating speed of the windshield wipers and the current position of the wiper arms; The frequency range of friction excitation generated by the wiper during the current sweeping stroke is determined based on the current working speed and the current position of the wiper arm. The frequency range of friction excitation is compared with the real-time vibration frequency to determine whether there is frequency overlap. When there is frequency overlap, the friction excitation frequency range is superimposed on the external excitation frequency as an additional external excitation to obtain the corrected external excitation frequency. The target stiffness adjustment amount is redetermined based on the corrected external excitation frequency; It also includes methods for monitoring actuator lifespan consumption: The actual adjustment amplitude and adjustment rate of the stiffness adjustment actuator in each adjustment action are collected; The lifespan consumption value for a single action is calculated based on the actual adjustment amplitude and adjustment rate. The lifespan consumption value of a single action is accumulated into the total historical lifespan consumption value; When the total historical lifespan consumption exceeds the preset lifespan warning threshold, an actuator lifespan warning signal is generated. It also includes actuator lifespan optimization methods: In response to actuator life warning signals, the vehicle's suspension travel, vertical acceleration, suspension stiffness coefficient, and suspension damping coefficient are collected. The road surface roughness coefficient is calculated based on the suspension dynamic travel and the vehicle body vertical acceleration; The natural frequency and damping ratio of the suspension system are calculated based on the suspension stiffness coefficient and suspension damping coefficient. The road surface roughness coefficient, natural frequency, and damping ratio are input into the preset suspension vibration isolation model to calculate the vibration isolation contribution rate of the suspension system to the current road surface excitation. When the vibration isolation contribution rate exceeds the preset contribution rate threshold, the reduced target stiffness adjustment amount is calculated based on the target stiffness adjustment amount, the vibration isolation contribution rate, and the contribution rate threshold. A stiffness adjustment command is generated based on the reduced target stiffness adjustment amount.

2. The method for vibration reduction and optimization of a lidar support according to claim 1, characterized in that, It also includes the method for determining the target stiffness adjustment amount: Collect the current adjustable range and response delay time of the stiffness adjustment actuator; The current stiffness parameter is compared with the preset stiffness reference value to obtain the stiffness deviation value; The demand offset is determined based on the difference between the external excitation frequency and the real-time vibration frequency. The initial adjustment amount is obtained by matching the current stiffness parameters, real-time vibration frequency, required offset, stiffness deviation value, and current adjustable range. The initial adjustment amount is corrected by incorporating the response delay time to obtain the target stiffness adjustment amount.

3. The method for vibration reduction and optimization of a lidar support according to claim 1, characterized in that, It also includes multi-support collaborative control methods: Collect the current stent number; The adjacent support numbers are determined based on the current support number, and the adjacent real-time vibration frequencies and adjacent current stiffness parameters reported by the supports corresponding to the adjacent support numbers are received. The real-time vibration frequency is compared with the adjacent real-time vibration frequency to obtain the frequency difference. When the frequency difference is lower than the preset collaborative triggering threshold, the frequency offset direction and offset allocation coefficient of the bracket corresponding to the current bracket number are determined based on the ratio of the current stiffness parameter to the adjacent current stiffness parameter. The cooperative stiffness adjustment amount is calculated based on the offset allocation coefficient and the target stiffness adjustment amount; Generate a coordinated stiffness adjustment command based on the coordinated stiffness adjustment amount.

4. The vibration reduction optimization method for a lidar support according to claim 3, characterized in that, It also includes collaborative optimization methods: The structural connection stiffness coefficient between the current support and the adjacent support is determined based on the current support number and the adjacent support numbers; The coupling influence factor of the current support stiffness change on adjacent supports is calculated based on the structural connection stiffness coefficient and the current stiffness parameter. The target stiffness adjustment is input into the coupling influence factor to calculate the passive frequency offset of adjacent supports due to the current support stiffness adjustment; The amount of coordinated stiffness adjustment of adjacent supports is reduced based on the passive frequency offset to obtain the actual required adjustment amount of adjacent supports. The stiffness adjustment command for the current support and the actual required adjustment amount after the adjacent support is reduced are issued simultaneously.

5. The method for vibration reduction optimization of a lidar support according to claim 1, characterized in that, It also includes dynamic correction methods based on wiper blade wear: Collect the operating current signal of the wiper motor during operation; Extract the current ripple component corresponding to the reciprocating motion cycle of the wiper blade from the working current signal; The current wear coefficient is calculated based on the current ripple component. The friction excitation frequency range is widened and corrected based on the current wear coefficient to obtain an extended friction excitation range; The extended friction excitation range is superimposed on the external excitation frequency as an additional external excitation.

6. The method for vibration reduction and optimization of a lidar support according to claim 1, characterized in that, It also includes a frequency sweep self-calibration method: The wiper arm position and wiper motor speed are collected at preset continuous moments during a complete wiper stroke, as well as the real-time vibration response amplitude of the current bracket at each moment. The wiper blade sweeping speed is calculated based on the wiper arm position and wiper motor speed. The friction excitation frequency is determined based on the wiper blade sweeping speed. The actual frequency response transfer function is obtained based on the friction excitation frequency and the real-time vibration response amplitude. The actual frequency response transfer function is compared with the preset theoretical transfer function to obtain the transfer deviation. When the transmission deviation exceeds the preset deviation threshold, the target stiffness adjustment parameters in subsequent cycles are corrected based on the actual frequency response transfer function.

7. A vibration reduction and optimization system for a lidar support, characterized in that, include: The acquisition module is used to acquire real-time vibration frequency, external excitation frequency, and current stiffness parameters; A memory for storing a program that implements the vibration reduction optimization method for a lidar support as described in any one of claims 1 to 6; The processor is used to load and execute programs stored in memory.

Images