Humanoid robot double drive wheel movement control method and system and humanoid robot

Abstract

The application relates to the field of robot control, solves the problem that a single adjustment strategy is mostly used in the prior art, leading to sensitive response at low speed and instability at high speed, and provides a humanoid robot double-drive wheel movement control method and system and a humanoid robot. The method is applied to a humanoid robot chassis comprising two drive wheels, an auxiliary wheel and a suspension structure, rotation speed information of the two drive wheels and attitude information output by an attitude sensor are acquired; according to the relationship between the rotation speed of the two drive wheels and a preset speed threshold, a corresponding drive instruction adjustment strategy is selected; according to the adjusted drive instruction and in combination with the attitude information, the drive instruction is corrected in attitude, so as to realize movement control of the humanoid robot. According to the application, the drive instruction is adjusted according to the rotation speed of the drive wheel, fast response is realized at low speed, and smooth operation is maintained at high speed, so that the attitude stability of robot movement is improved.

Description

Technical Field

[0001] This application relates to the field of robot control, and in particular to a method, system and humanoid robot for controlling the movement of a humanoid robot with dual drive wheels. Background Technology

[0002] With the increasing demand for high-speed and flexible mobility in scenarios such as service robots, warehouse handling robots, and inspection robots, existing mobile robots still have significant shortcomings in structural design and control strategies.

[0003] While traditional differential drive systems are mechanically simple, their steering relies on wheel speed differences, resulting in a large turning radius and difficulty in maneuvering in confined spaces. Mecanum wheels, although capable of multi-directional movement, have low transmission efficiency and are prone to tire wear and energy loss at high speeds, limiting their ability to operate at sustained high speeds.

[0004] To improve maneuverability, some solutions employ four-wheel independent steering or vector control systems, achieving omnidirectional movement through complex kinematic calculations. However, such solutions not only have complex mechanical structures and high costs, but their control algorithms also need to process multiple degrees of freedom parameters simultaneously, making it difficult to balance real-time performance and response speed. In contrast, a structure with dual drive wheels and auxiliary wheels reduces complexity while maintaining a certain degree of attitude stability and terrain adaptability. However, during high-speed movement, it is still prone to directional deviation due to slight speed differences between the two drive wheels or variations in ground friction, thus affecting straight-line stability.

[0005] In existing technologies, some solutions attempt to comprehensively evaluate the operating status of the drive system or multiple operating parameters, and adjust the overall movement speed of the robot based on the evaluation results. For example, the technical solution with publication number CN112589802B controls the robot's speed by judging the operating status of the drive module, thereby improving the reliability of system operation.

[0006] However, this type of solution mainly focuses on drive system state management or overall speed regulation. Its control logic usually acts on a single speed regulation level, making it difficult to perform fine-grained, real-time coordinated control on the directional deviation problem caused by the amplification of wheel speed difference during high-speed movement of a dual-drive wheel structure.

[0007] Furthermore, at high speeds, the robot chassis is affected by inertia, causing slight tilting or swaying. If not corrected in time, this can lead to uneven load on the drive wheels or delayed control response. Existing control systems often employ a single adjustment strategy, making it difficult to simultaneously ensure responsiveness at low speeds and stability at high speeds. Consequently, stable and smooth attitude control cannot be achieved across different speed ranges.

[0008] Therefore, there is an urgent need to provide a humanoid robot dual-drive wheel movement control method to dynamically adjust the control mode according to the running speed, so as to achieve rapid response at low speed and smooth control at high speed, thereby improving the overall motion stability. Summary of the Invention

[0009] In view of this, embodiments of this application provide a method, system and humanoid robot for dual-drive wheel movement control, which solves the technical problem that the existing technology often adopts a single adjustment strategy, resulting in sensitive response at low speed and instability at high speed.

[0010] In a first aspect, embodiments of this application provide a method for controlling the movement of a humanoid robot with two drive wheels. The method is applied to a humanoid robot chassis including two drive wheels, auxiliary wheels, and a suspension structure. The method includes: The rotational speed information of the two drive wheels and the attitude information output by the attitude sensor are obtained; Based on the relationship between the rotational speed of the two drive wheels and the preset speed threshold, a corresponding drive command adjustment strategy is selected. The preset speed threshold includes a first preset speed threshold and a second preset speed threshold, wherein the second preset speed threshold is greater than or equal to the first preset speed threshold. When the rotational speed of the two drive wheels is less than the first preset speed threshold, the drive command is dynamically adjusted according to the speed difference between the two drive wheels. When the rotational speed of the two drive wheels is greater than or equal to the second preset speed threshold, the drive command is smoothly adjusted according to the average rotational speed of the two drive wheels; Based on the dynamically adjusted or smoothly adjusted drive commands and combined with the posture information, the drive commands are posture corrected to achieve motion control of the humanoid robot.

[0011] Preferably, the step of dynamically adjusting the driving command based on the speed difference between the two driving wheels when the rotational speed of the two driving wheels is less than the first preset speed threshold includes: Based on the rotational speed information of the two drive wheels, determine whether the rotational speed of the two drive wheels is less than the first preset speed threshold. When the rotational speed of the two drive wheels is less than the first preset speed threshold, the speed difference between the two drive wheels is calculated based on the rotational speed information of the two drive wheels. The first speed compensation coefficient is determined based on the speed difference between the two drive wheels and a preset proportional relationship; The rotational speeds of the two drive wheels are adjusted according to the first rotational speed compensation coefficient.

[0012] Preferably, determining the first speed compensation coefficient based on the speed difference between the two drive wheels and a preset proportional relationship includes: Calculate the speed difference in the current control cycle based on the real-time speed of the two drive wheels; The speed difference of the current control cycle is compared with a preset dead zone threshold. When the speed difference of the current control cycle is greater than the preset dead zone threshold, the speed difference of the previous control cycle is obtained. Based on the speed difference in the current control cycle, the speed difference is mapped to the compensation intensity according to a preset proportional relationship to generate a basic first speed compensation coefficient; The speed difference in the current control cycle is compared with the speed difference in the previous control cycle to obtain the trend of the speed difference. When the trend of the change in the speed difference shows an increasing trend, the basic first speed compensation coefficient is enhanced and adjusted to obtain the enhanced and adjusted basic first speed compensation coefficient. When the trend of the speed difference does not show an increasing trend, the basic first speed compensation coefficient is kept unchanged; The basic first speed compensation coefficient obtained in the current control cycle is fused with the first speed compensation coefficient in the previous control cycle to obtain the first speed compensation coefficient used to adjust the speed of the two drive wheels.

[0013] Preferably, when the rotational speed of the two drive wheels is greater than or equal to the second preset speed threshold, smoothly adjusting the drive command based on the average rotational speed of the two drive wheels includes: Based on the rotational speed information of the two drive wheels, determine whether the rotational speed of the two drive wheels is greater than or equal to the second preset speed threshold. When the rotational speed of the two drive wheels is greater than or equal to the second preset speed threshold, the average rotational speed of the two drive wheels is calculated based on the rotational speed information of the two drive wheels, and the average rotational speed deviation of the two drive wheels relative to the average rotational speed is calculated respectively. The smoothing adjustment coefficient is determined based on the average rotational speed of the two drive wheels, the average rotational speed of the previous control cycle, the average rotational speed deviation of the two drive wheels, and the preset inertia compensation parameter. The rotational speeds of the two drive wheels are smoothly adjusted according to the smoothing adjustment coefficient.

[0014] Preferably, determining the smoothing adjustment coefficient based on the average rotational speed of the two drive wheels, the average rotational speed of the previous control cycle, the average rotational speed deviation of the two drive wheels, and a preset inertia compensation parameter includes: Based on the average speed deviation between the two drive wheels, calculate the deviation magnitude of the average speed deviation of each drive wheel relative to the average speed within the current control cycle; Calculate the difference in deviation amplitude between the two drive wheels based on their deviation amplitudes. Based on the sign relationship of the average speed deviation between the two drive wheels and the difference in the deviation amplitude, the deviation pattern of the current speed is determined, and the deviation pattern includes symmetrical deviation and unilateral deviation. The change in average speed and direction of change are determined based on the average speed of the two drive wheels and the average speed of the previous control cycle. Based on the average rotational speed change, the direction of change, and the preset inertia compensation parameters, a basic smoothing adjustment coefficient is generated; Based on the deviation shape and the deviation amplitude, the basic smoothing adjustment coefficient is corrected to obtain the smoothing adjustment coefficient.

[0015] Preferably, the step of selecting a corresponding drive command adjustment strategy based on the relationship between the rotational speeds of the two drive wheels and a preset speed threshold further includes: When the rotational speeds of the two drive wheels are different and meet either the first preset speed threshold or the second preset speed threshold, the drive command is adjusted restrictively based on the speed difference between the two drive wheels, including: Based on the rotational speed information of the two drive wheels, calculate the speed difference between the two drive wheels within the current control cycle; The trend of the speed difference is determined based on the speed difference in the current control cycle and the speed difference in the previous control cycle. When the trend of the speed difference shows an increasing trend, the speed change of the drive wheel on the side with higher speed is suppressed. When the trend of the change in the speed difference does not show an increasing trend, no suppression processing is performed on the change in the speed of the two drive wheels.

[0016] Preferably, when the trend of the speed difference shows an increasing trend, the process of suppressing the speed change of the drive wheel on the side with the higher speed includes: Obtain the change in rotational speed of the drive wheel on the side with the higher rotational speed during the current control cycle; Based on the relationship between the speed difference and the preset speed difference threshold, the corresponding change limit factor is determined; Based on the aforementioned variation limiting factor, the amplitude of the rotational speed variation is limited to obtain the restricted rotational speed variation; Based on the aforementioned variation limiting factor, the amplitude of the rotational speed variation is limited to obtain the restricted rotational speed variation; Based on the restricted speed change, the speed command of the drive wheel with the higher speed is updated in the current control cycle, while the speed change of the drive wheel with the lower speed remains unchanged in the current control cycle.

[0017] Preferably, the step of correcting the attitude of the drive commands based on dynamically adjusted or smoothly adjusted drive commands and in conjunction with the attitude information to achieve motion control of the humanoid robot includes: Obtain the drive commands after dynamic or smooth adjustment; The attitude angle parameters, including pitch angle and roll angle, are extracted from the attitude information. The attitude deviation is calculated based on the attitude angle parameters, and the attitude correction coefficient is determined based on the attitude deviation. A correction amount is generated based on the driving command and the attitude correction coefficient, and the driving command is corrected according to the correction amount to obtain the corrected driving command, so as to realize the movement control of the humanoid robot.

[0018] Secondly, embodiments of this application provide a humanoid robot dual-drive wheel mobility control system. The system is applied to a humanoid robot chassis including two drive wheels, auxiliary wheels, and a suspension structure. The system includes: The acquisition module is used to acquire the rotational speed information of the two drive wheels and the attitude information output by the attitude sensor; The adjustment strategy module is used to select a corresponding drive command adjustment strategy based on the relationship between the rotational speed of the two drive wheels and a preset speed threshold. The preset speed threshold includes a first preset speed threshold and a second preset speed threshold, wherein the second preset speed threshold is greater than or equal to the first preset speed threshold. The dynamic adjustment module is used to dynamically adjust the driving command according to the speed difference between the two driving wheels when the rotational speed of the two driving wheels is less than the first preset speed threshold. The smoothing adjustment module is used to smoothly adjust the driving command based on the average speed of the two driving wheels when the rotational speed of the two driving wheels is greater than or equal to the second preset speed threshold. The correction control module is used to correct the attitude of the drive command based on the dynamically adjusted or smoothly adjusted drive command and in combination with the attitude information, so as to realize the movement control of the humanoid robot.

[0019] Thirdly, embodiments of this application provide a humanoid robot, comprising: at least one processor, at least one memory, and computer program instructions stored in the memory, wherein, when executed by the processor, the computer program instructions cause the humanoid robot to... The processor implements the humanoid robot dual-drive wheel movement control method as described in the first aspect above.

[0020] This application discloses a humanoid robot dual-drive wheel motion control method, system, and humanoid robot, applied to a humanoid robot chassis including two drive wheels, auxiliary wheels, and a suspension structure. It acquires the rotational speed information of the two drive wheels and the attitude information output by an attitude sensor. Based on the relationship between the rotational speed of the two drive wheels and a preset speed threshold, a corresponding drive command adjustment strategy is selected. The preset speed threshold includes a first preset speed threshold and a second preset speed threshold, where the second preset speed threshold is greater than or equal to the first preset speed threshold. When the rotational speed of the two drive wheels is less than the first preset speed threshold, the drive command is dynamically adjusted based on the difference in rotational speed between the two drive wheels. When the rotational speed of the two drive wheels is greater than or equal to the second preset speed threshold, the drive command is smoothly adjusted based on the average rotational speed of the two drive wheels. Based on the dynamically adjusted or smoothly adjusted drive command and combined with the attitude information, the drive command is attitude-corrected to achieve motion control of the humanoid robot. This application selects a drive command adjustment strategy based on the rotational speed of the drive wheels, achieving rapid response at low speeds and maintaining stable operation at high speeds, thereby improving the attitude stability of the robot's movement. Attached Figure Description

[0021] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments of this application will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort, and these are all within the protection scope of this application.

[0022] Figure 1 This is a schematic diagram of the overall process of the humanoid robot dual-drive wheel movement control method according to an embodiment of this application; Figure 2 This is a detailed flowchart illustrating step S3 of the humanoid robot dual-drive wheel movement control method according to an embodiment of this application. Figure 3 This is a detailed flowchart illustrating step S33 of the humanoid robot dual-drive wheel movement control method according to an embodiment of this application. Figure 4 This is a detailed flowchart illustrating step S4 of the humanoid robot dual-drive wheel movement control method according to an embodiment of this application; Figure 5 This is a detailed flowchart illustrating step S43 of the humanoid robot dual-drive wheel movement control method according to an embodiment of this application. Figure 6 This is a detailed flowchart of step S5 of the humanoid robot dual-drive wheel movement control method in the embodiments of this application; Figure 7 This is a detailed flowchart of step S6 of the humanoid robot dual-drive wheel movement control method in the embodiments of this application; Figure 8 This is a detailed flowchart of step S63 of the humanoid robot dual-drive wheel movement control method in the embodiments of this application; Figure 9 This is a schematic diagram of the modules included in the humanoid robot dual-drive wheel mobility control system according to an embodiment of this application; Figure 10 This is a structural schematic diagram of the humanoid robot according to an embodiment of this application. Detailed Implementation

[0023] The features and exemplary embodiments of various aspects of this application will now be described in detail. To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only configured to explain this application and are not configured to limit this application. For those skilled in the art, this application can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this application by illustrating examples of this application.

[0024] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes said element.

[0025] It should be noted that all actions involving the acquisition of signals, information, or data in this application are carried out in compliance with the relevant data protection laws and regulations of the locality and with authorization from the owner of the relevant device.

[0026] Firstly, please see Figure 1 As shown, this application provides a method for controlling the movement of a humanoid robot with two drive wheels. This method is applied to a humanoid robot chassis including two drive wheels, auxiliary wheels, and a suspension structure. The method includes: S1. Obtain the rotational speed information of the two drive wheels and the attitude information output by the attitude sensor; In one embodiment, the real-time rotational speed information of the two drive wheels can be obtained by a rotational speed detection unit installed at the end of the drive motor. The rotational speed detection unit can be an encoder or a rotational speed sensor, etc. Attitude information can be obtained by an attitude sensor module installed at the center of the chassis or near the center of gravity. The attitude sensor module can include an accelerometer, a gyroscope, or an inertial measurement unit, etc.

[0027] The two drive wheels can be the left and right wheels of the front drive wheels of the humanoid robot. Furthermore, the tire width of the front drive wheels can be increased to improve the contact area between the tires and the ground, thereby enhancing grip and improving driving stability.

[0028] The auxiliary wheels can be the rear wheels of a humanoid robot, specifically adopting an omni-wheel structure, to provide lateral support and pitch balance when the robot moves forward or turns, reducing the attitude fluctuations of the front drive wheels.

[0029] To adapt to uneven terrain, a suspension structure can be installed between each drive wheel and the corresponding rear wheel. The suspension structure includes elastic support members and shock-absorbing connectors, which are used to compensate for height differences when the road surface changes, suppress robot body swaying, and maintain continuous contact between the wheels and the ground.

[0030] In this embodiment, the humanoid robot includes two sets of drive wheels, a suspension structure, and a rear wheel, forming the chassis structure of the humanoid robot, which is used to maintain posture stability and terrain adaptability while ensuring high-speed movement.

[0031] S2. Based on the relationship between the rotational speed of the two drive wheels and the preset speed threshold, select the corresponding drive command adjustment strategy. The preset speed threshold includes a first preset speed threshold and a second preset speed threshold, wherein the second preset speed threshold is greater than or equal to the first preset speed threshold. In one feasible approach, the rotational speed of the two drive wheels can refer to the average rotational speed. That is, the corresponding drive command adjustment strategy is selected based on the relationship between the average rotational speed of the two drive wheels and a preset speed threshold. When the average rotational speed is less than the first preset speed threshold, the humanoid robot is in the low-speed range; when the average rotational speed of the two drive wheels is greater than or equal to the second preset speed threshold, the humanoid robot is in the high-speed range. Using this method for judgment, the humanoid robot dual-drive wheel motion control method of this application has the following advantages: By using the average rotational speed of the two drive wheels as the speed determination basis, it can avoid frequent switching of drive command adjustment strategies due to occasional changes in the speed of one side of the drive wheels, even when there are instantaneous differences or short-term fluctuations in the rotational speed of the left and right drive wheels. This makes the switching process between the low-speed dynamic adjustment mode and the high-speed smooth adjustment mode more stable. This determination method helps to correspond the selection of the control strategy to the overall movement speed level of the humanoid robot, avoiding strategy misjudgment caused by local wheel speed disturbances. It makes the adjustment logic of the drive command more consistent with the overall motion state of the robot, helps to reduce command jitter caused by frequent switching of control modes, and improves the continuity and smoothness of the motion control process.

[0032] In another possible implementation, the rotational speed of the two drive wheels can refer to their rotational speed. Specifically, when the rotational speeds of both drive wheels are less than a first preset speed threshold, the drive command is dynamically adjusted based on the difference in rotational speeds between the two drive wheels; when the rotational speeds of both drive wheels are greater than or equal to a second preset speed threshold, the drive command is smoothly adjusted based on the average rotational speed of the two drive wheels. Using this method of judgment, the humanoid robot dual-drive wheel movement control method of this application has the following advantages: By independently judging the rotational speeds of the two drive wheels simultaneously, and switching the drive command adjustment strategy only when both drive wheels meet the corresponding speed threshold conditions, it can effectively avoid prematurely introducing a smooth adjustment strategy when one drive wheel's rotational speed is still in the low-speed range while the other drive wheel has already entered the high-speed range, thereby reducing the risk of misselection of control strategy caused by changes in the speed of one side of the wheel. This judgment method makes the selection of the drive command adjustment strategy more closely match the actual working state of the dual drive wheels, ensuring that the dynamic adjustment strategy and the smooth adjustment strategy take effect at the appropriate time under conditions of starting, acceleration / deceleration, and uneven adhesion. This helps to reduce directional disturbances and sudden changes in rotational speed during strategy switching, and improves the stability of the humanoid robot's dual-drive wheel cooperative control.

[0033] S3. When the rotational speed of the two drive wheels is less than the first preset speed threshold, the drive command is dynamically adjusted according to the speed difference between the two drive wheels. In one embodiment, such as Figure 2 As shown, step S3 includes the following sub-steps: S31. Based on the rotational speed information of the two drive wheels, determine whether the rotational speed of the two drive wheels is less than the first preset speed threshold. Specifically, determining whether the rotational speed of the two drive wheels is less than a preset speed threshold means that the rotational speed of both drive wheels is in the low-speed range. The two drive wheels are, for example, the left front drive wheel and the right front drive wheel. The rotational speed information can be real-time speed information obtained through a motor encoder.

[0034] Assuming the preset speed threshold is 2 m / s, if the speed of the left front drive wheel is 1.8 m / s and the speed of the right front drive wheel is 1.9 m / s, both of which are at low speeds, the drive command will be dynamically adjusted according to the speed difference between the two drive wheels.

[0035] S32. When the rotational speed of the two drive wheels is less than the first preset speed threshold, calculate the speed difference between the two drive wheels based on the rotational speed information of the two drive wheels. Specifically, a differential calculation method can be used, with the formula being: Difference in speed between the two drive wheels = |Speed ​​of the left front drive wheel − Speed ​​of the right front drive wheel|. Here, the speeds of the two drive wheels are less than a first preset speed threshold; specifically, the average speed of the two drive wheels is less than the first preset speed threshold, and the average speed can be calculated based on the real-time speed information of the two drive wheels; or, both drive wheel speeds are less than the first preset speed threshold.

[0036] S33. Determine the first speed compensation coefficient based on the speed difference between the two drive wheels and the preset proportional relationship; The preset proportional relationship refers to the correspondence between the speed difference between the two drive wheels and the compensation coefficient, which can be obtained through experiments based on parameters such as the mass of the humanoid robot chassis, wheelbase, and motor inertia.

[0037] The compensation coefficient is used to linearly or nonlinearly correct the speed difference at low speeds, ensuring that the two drive wheels maintain synchronous response under different ground friction conditions. In this embodiment, "low speed" refers to a speed less than a preset speed threshold. For example, when the speed difference increases, the compensation coefficient increases proportionally to accelerate the low-speed response; when the speed difference is small, the compensation coefficient decreases to suppress oscillations.

[0038] In one embodiment, a first speed compensation coefficient determination method based on the trend of speed difference changes between adjacent control cycles can be used, such as... Figure 3 As shown, step S33 includes the following sub-steps: S331. Calculate the speed difference of the current control cycle based on the real-time speed of the two drive wheels; The current control cycle refers to the time interval during which the control system performs one speed detection and command update according to a preset control frequency, such as 5 ms to 20 ms.

[0039] The speed difference in the current control cycle can be obtained by performing a differential operation on the speeds of the left and right drive wheels, and can be specifically expressed as the absolute difference in the speeds of the left and right drive wheels.

[0040] S332. Compare the speed difference of the current control cycle with a preset dead zone threshold. When the speed difference of the current control cycle is greater than the preset dead zone threshold, obtain the speed difference of the previous control cycle. In addition, when the speed difference in the current control cycle is not greater than the dead zone threshold, it is determined that the speed difference is within the allowable fluctuation range, and the first speed compensation coefficient is maintained at zero or the minimum compensation state of the previous control cycle.

[0041] The preset dead zone threshold represents the allowable range of speed difference caused by wheel speed detection noise, encoder quantization error, and slight wheel slippage. The preset proportional relationship refers to the mapping relationship between speed difference and compensation intensity, which can be preset experimentally based on the humanoid robot's chassis mass, wheel track parameters, motor inertia, and drive response characteristics.

[0042] S333. Based on the speed difference of the current control cycle, map the speed difference to the compensation intensity according to a preset proportional relationship, and generate a basic first speed compensation coefficient. The basic first speed compensation coefficient is used to initially correct the inconsistency in the speeds of the two drive wheels. The previous control cycle refers to the control cycle preceding the current control cycle. For example, if the current control cycle is T2, then the previous control cycle is T1, and the total duration of the control cycles can be the same.

[0043] Specifically, the control system takes the speed difference of the current control cycle as the input quantity, substitutes it into the pre-set proportional mapping model, and calculates the corresponding compensation intensity according to the proportional mapping model. The proportional mapping model is used to characterize the correspondence between the speed difference and the compensation intensity.

[0044] In one embodiment, the proportional mapping model is a linear proportional relationship, that is, the speed difference is multiplied by a preset proportional coefficient to obtain the basic first speed compensation coefficient; wherein, the preset proportional coefficient is used to limit the response amplitude of the speed difference change to the compensation intensity change.

[0045] In another embodiment, the proportional mapping model is a piecewise proportional relationship, that is, different proportional coefficients are selected for mapping according to the numerical range of the speed difference, so that a smaller speed difference corresponds to a smaller compensation intensity, and a larger speed difference corresponds to a larger compensation intensity.

[0046] The scaling factor or segmentation parameter in the scaling model can be preset in advance through experimental calibration or offline configuration based on the chassis mass, wheel track parameters, motor inertia and drive response characteristics of the humanoid robot, and stored in the control system.

[0047] S334. Compare the speed difference of the current control cycle with the speed difference of the previous control cycle to obtain the trend of the speed difference. Specifically, if the speed difference in the current control cycle is greater than the speed difference in the previous control cycle, it is determined that the speed difference is showing an increasing trend; if the speed difference in the current control cycle is less than or equal to the speed difference in the previous control cycle, it is determined that the speed difference is not showing an increasing trend.

[0048] S335. When the trend of the change in the speed difference shows an expanding trend, the basic first speed compensation coefficient is enhanced and adjusted to obtain the enhanced and adjusted basic first speed compensation coefficient. The adjustment range of the enhancement adjustment is related to the change range of the speed difference in the current control cycle relative to the speed difference in the previous control cycle, so that the faster the speed difference increases, the greater the increase in the compensation intensity.

[0049] S336. When the trend of the change in the speed difference does not show an expanding trend, the basic first speed compensation coefficient is kept unchanged; Specifically, when it is determined that the speed difference does not show an increasing trend, the control system maintains the basic first speed compensation coefficient unchanged and uses the compensation coefficient as a candidate compensation value for the current control cycle to avoid over-responding to short-term speed fluctuations or random disturbances.

[0050] S337. The basic first speed compensation coefficient obtained in the current control cycle is fused with the first speed compensation coefficient of the previous control cycle to obtain the first speed compensation coefficient used to adjust the speed of the two drive wheels.

[0051] The fusion processing can employ a weighted average or recursive smoothing method to ensure that the first speed compensation coefficient changes smoothly between adjacent control cycles. The first speed compensation coefficient of the previous control cycle is obtained by storing the compensation result of the previous control cycle in the control system.

[0052] It should be noted that this embodiment obtains the first speed compensation coefficient by simultaneously judging the magnitude of the speed difference and the trend of the speed difference change. This makes the compensation intensity not only related to the degree of inconsistency of the speed at the current moment, but also related to the change state of the speed difference in adjacent control cycles, thus avoiding mechanical correction based solely on the instantaneous difference value.

[0053] By using the above methods, the compensation intensity can be increased in a timely manner when the speed difference continues to widen, and the compensation gain can be suppressed when the speed difference is fluctuating or converging. This ensures low-speed response sensitivity while reducing the risk of oscillation caused by overcorrection.

[0054] Applying this method to the humanoid robot dual-drive wheel movement control method of this application can improve walking stability and direction maintenance under conditions such as low-speed movement, starting, and fine-tuning steering.

[0055] Furthermore, applying this method to fighting robots can improve the robot chassis's anti-disturbance capability and motion controllability in motion scenarios involving frequent changes of direction, rapid starts, and interference from external forces, thus avoiding attitude deviations or motion instability caused by slight inconsistencies in wheel speed.

[0056] S34. Adjust the rotational speed of the two drive wheels according to the first rotational speed compensation coefficient; Specifically, when the rotational speed of the two drive wheels is less than a preset speed threshold (i.e., within the low-speed range), deceleration control is applied to the drive wheel with the higher rotational speed and acceleration control is applied to the drive wheel with the lower rotational speed, so that the speed difference between the two drive wheels gradually decreases.

[0057] For example, if the real-time speed of the left front drive wheel is 1.8 m / s and the real-time speed of the right front drive wheel is 1.9 m / s, the system calculates the first speed compensation coefficient based on the speed difference of 0.1 m / s between the two wheels and a preset proportional relationship. Then, the control module generates corresponding drive commands based on the compensation coefficient: acceleration control is applied to the left front drive wheel with the lower speed by moderately increasing its drive current output; deceleration control is applied to the right front drive wheel with the higher speed by reducing its drive current or applying a weak braking force. After several control cycles, the speeds of the two drive wheels gradually converge and eventually stabilize within the desired synchronous speed range.

[0058] In practical implementation, to avoid system oscillations caused by frequent switching due to small speed fluctuations, a speed difference threshold (e.g., 0.05 m / s) can be set in the control module. Compensation is triggered only when the speed difference between the two wheels exceeds this threshold; when the speed difference is less than this threshold, the current control output remains unchanged. This design ensures a smooth and stable adjustment process while balancing the system's response speed and control accuracy.

[0059] In one feasible approach, the adjustment process is achieved by controlling the current output of the driver, with the adjustment range determined by the aforementioned first speed compensation coefficient, thereby maintaining coordination between the two wheels during low-speed movement. To avoid oscillations caused by frequent switching, a change threshold can be set during the adjustment process, triggering fine-tuning only when the speed difference exceeds this threshold. After this dynamic adjustment, the humanoid robot can achieve sensitive response and directional stability during low-speed movement, effectively reducing deviations caused by differences in ground friction or slight load unevenness.

[0060] It should be noted that, in this application, "low speed" refers to the rotational speed of the two drive wheels being less than a preset speed threshold. S4. When the rotational speed of the two drive wheels is greater than or equal to the second preset speed threshold, the drive command is smoothly adjusted according to the average rotational speed of the two drive wheels. In one embodiment, such as Figure 4 As shown, step S4 includes the following sub-steps: S41. Based on the rotational speed information of the two drive wheels, determine whether the rotational speed of the two drive wheels is greater than or equal to the second preset speed threshold. Based on the rotational speed information of the two drive wheels, it is determined whether the rotational speed of the two drive wheels is in the high-speed range. The high-speed range is defined as the rotational speed of both drive wheels being greater than or equal to the second preset speed threshold, or the average rotational speed of the two drive wheels being greater than or equal to the second preset speed threshold.

[0061] The second preset speed threshold is pre-set, and the second preset speed threshold is greater than or equal to the first preset speed threshold. The two drive wheels are, for example, the left front drive wheel and the right front drive wheel. In this embodiment, the rotational speed information is real-time rotational speed information collected by a motor encoder. For example, when the left front drive wheel rotates at 5.5 m / s, the right front drive wheel rotates at 5.8 m / s, or the average rotational speed of the two drive wheels is greater than 5 m / s, it is determined that the humanoid robot chassis is currently in a high-speed motion range.

[0062] In one feasible approach, when it is determined that the two drive wheels are in the high-speed range, steps S42 to S44 are executed.

[0063] S42. When the rotational speed of the two drive wheels is greater than or equal to the second preset speed threshold, calculate the average rotational speed of the two drive wheels based on the rotational speed information of the two drive wheels, and calculate the average rotational speed deviation of the two drive wheels relative to the average rotational speed. Specifically, the average rotational speed can be calculated using an arithmetic average or a weighted average, for example: Average rotational speed = (left front drive wheel speed + right front drive wheel speed) / 2. The average rotational speed serves as a benchmark for the coordinated control of the two drive wheels during high-speed maneuvers, used to mitigate the amplified impact of abnormal fluctuations in wheel speed on the overall motion direction. The average rotational speed deviation refers to the difference between the real-time rotational speed of each drive wheel and the average rotational speed, specifically: Average rotational speed deviation = Real-time rotational speed − Average rotational speed. By introducing the average rotational speed deviation, subsequent adjustments do not directly rely on absolute rotational speed, but rather revolve around the relative consistency between the two wheels.

[0064] S43. Determine the smoothing adjustment coefficient based on the average rotational speed of the two drive wheels, the average rotational speed of the previous control cycle, the average rotational speed deviation of the two drive wheels, and the preset inertia compensation parameter; In one embodiment, a method combining average speed change trend analysis and structural determination of the speed deviation between the two drive wheels can be used, such as... Figure 5 As shown, step S43 includes the following sub-steps: S431. Based on the average speed deviation of the two drive wheels, calculate the deviation amplitude of the average speed deviation of each drive wheel relative to the average speed within the current control cycle. The deviation amplitude is used to reflect the degree of deviation of the current speed of each drive wheel from the overall motion reference. It describes the relative level of the speed deviation of each drive wheel in a dimensionless proportional form and can be expressed as: Deviation amplitude = |Average speed deviation| / Average speed.

[0065] S432. Calculate the difference in deviation amplitude between the two drive wheels based on the deviation amplitude of the two drive wheels; The deviation amplitude difference refers to the difference or ratio between the deviation amplitudes of the two drive wheels, which is used to characterize whether there is a significant imbalance in the degree of deviation of the two drive wheel speeds, thereby providing a quantitative basis for subsequent deviation pattern determination.

[0066] S433. Based on the sign relationship of the average speed deviation between the two drive wheels and the difference in deviation amplitude, determine the deviation pattern of the current speed, wherein the deviation pattern includes symmetrical deviation and unilateral deviation. The deviation morphology is used to represent the structural feature of inconsistent rotational speeds of the two drive wheels under high-speed motion, so as to distinguish between overall fluctuations caused by normal differential correction and local offsets caused by abnormal state of a single wheel, and to provide a basis for subsequent differential smoothing adjustment.

[0067] The sign relationship refers to the positive and negative sign relationship of the deviation of the average speed of the two drive wheels, which is used to indicate whether the deviation direction of the two drive wheels relative to the average speed is the same.

[0068] Specifically, when the average speed deviations of the two drive wheels have opposite signs and similar magnitudes, it is determined to be a symmetrical deviation; when the average speed deviation of only one drive wheel is significantly greater than that of the other side, it is determined to be a unilateral deviation.

[0069] S434. Determine the amount and direction of change of the average speed based on the average speed of the two drive wheels and the average speed of the previous control cycle. The average rotational speed change is obtained by the difference between the average rotational speed of the current control cycle and the average rotational speed of the previous control cycle. The direction of change is used to indicate whether the overall speed is rising, falling, or basically stable, so as to reflect the dynamic trend of overall speed adjustment during high-speed walking.

[0070] S435. Generate a basic smoothing adjustment coefficient based on the average rotational speed change, the direction of change, and the preset inertia compensation parameters; Specifically, by analyzing the average speed change in adjacent control cycles and combining it with preset inertia compensation parameters, the speed adjustment caused by system inertia, load changes or ground contact state changes in the high-speed stage is buffered, limiting the rate and magnitude of change of the target speed adjustment, and generating a basic smooth adjustment coefficient to suppress sudden changes.

[0071] S436. Based on the deviation shape and the deviation amplitude, the basic smoothing adjustment coefficient is corrected to obtain the smoothing adjustment coefficient.

[0072] Specifically, when the deviation is symmetrical, the basic smoothing adjustment coefficient is symmetrically corrected according to the deviation amplitude of the two drive wheels, so that the two drive wheels converge toward the average speed with similar adjustment rhythms. When the deviation is unilateral, the basic smoothing adjustment coefficient is asymmetrically corrected according to the magnitude of the deviation. A more conservative adjustment weight is applied to the drive wheel with a larger deviation magnitude to avoid sudden changes in direction or repeated pulling due to abnormal wheel speed on one side at high speed.

[0073] It should be noted that this embodiment comprehensively considers the average rotational speed level, rotational speed change trend, the rotational speed deviation structure of the two drive wheels, and the preset inertia compensation parameters to jointly determine the smoothing adjustment coefficient, and accordingly makes the rotational speed of the two drive wheels smoothed, so that the drive control in the high-speed movement stage is more in line with the dynamic characteristics of the humanoid robot chassis. While ensuring the continuity of high-speed walking, it suppresses the directional fluctuations caused by high-frequency differential speed correction, reduces the cumulative risk of directional deviation, and improves the controllability and stability in the high-speed movement stage.

[0074] Furthermore, under high-speed motion conditions, since both drive wheels are at a high overall speed, directly applying high-frequency or high-amplitude corrections to the speed deviation can easily introduce heading sway or directional jitter. Therefore, in this embodiment, when generating the smoothing adjustment coefficient, it does not rely solely on the average speed value or the magnitude of the deviation, but rather distinguishes the structural characteristics of the speed deviation between the two drive wheels. This allows the smoothing adjustment strategy to adopt differentiated processing for different types of deviations, thereby ensuring smoothness while also considering deviation convergence efficiency.

[0075] Specifically, when the rotational speeds of the two drive wheels exhibit symmetrical deviations around the average speed in opposite directions but with similar amplitudes, this deviation pattern mainly reflects the overall fluctuations generated during normal differential correction or path fine-tuning. In this case, the adjustment intensity can be appropriately relaxed within the basic smoothing constraint range to improve the convergence speed of rotational speed consistency. When the rotational speed deviations of the two drive wheels exhibit obvious asymmetric characteristics, i.e., the deviation amplitude of one drive wheel is significantly greater than that of the other, this deviation pattern usually corresponds to local anomalies such as changes in single-wheel adhesion, transient speed loss, or transmission differences. In this case, the smoothing adjustment coefficient prioritizes ensuring the smoothness of the target speed adjustment process, and adopts a relatively more conservative adjustment strategy for the drive wheel with a larger deviation amplitude to avoid introducing sudden changes in heading due to excessive correction on one side at high speeds.

[0076] S44. Adjust the rotational speed of the two drive wheels smoothly according to the smoothing adjustment coefficient.

[0077] Specifically, within the high-speed range, the control module generates corresponding drive commands based on the smoothing adjustment coefficient. It applies a slowing adjustment to the drive wheel whose speed is higher than the average speed and a compensating adjustment to the drive wheel whose speed is lower than the average speed. This adjustment process can be executed cyclically according to a preset control cycle, updating the smoothing adjustment coefficient in real time, so that the speeds of the two drive wheels gradually converge to near the average speed. This reduces oscillations and directional deviations caused by differences in ground friction, slight load unevenness, or changes in inertia during high-speed movement.

[0078] In one possible implementation, a speed deviation trigger threshold can be set, and a smooth adjustment operation is performed only when the speed deviation between the two drive wheels exceeds the threshold; when the deviation is below the threshold, the current drive output remains unchanged to avoid oscillations caused by frequent adjustments.

[0079] S5. Based on the dynamically adjusted or smoothly adjusted driving command and combined with the posture information, the driving command is posture corrected to achieve movement control of the humanoid robot. In one embodiment, such as Figure 6 As shown, step S5 specifically includes the following sub-steps: S51, Obtain the drive command after dynamic adjustment or smooth adjustment; Specifically, the dynamically adjusted drive command is obtained according to step S3, and the smoothly adjusted drive command is obtained according to step S4. The target speeds of each drive wheel and the corresponding drive commands generated in step S3 or S4 are used for subsequent attitude correction calculations.

[0080] S52. Extract attitude angle parameters from the attitude information, wherein the attitude angle parameters include pitch angle and roll angle; Specifically, sensor fusion algorithms (such as complementary filtering or extended Kalman filtering) can be used to extract attitude angle parameters from the attitude information.

[0081] In one possible implementation, step S52, where the attitude information includes angular velocity and acceleration signals, involves extracting attitude angle parameters from the attitude information, comprising the following sub-steps: S521. Calculate the attitude change rate based on the angular velocity signal; The attitude sensor includes a gyroscope and an accelerometer; the gyroscope outputs an angular velocity signal, which can be integrated to obtain the attitude change rate; the attitude change rate is used to reflect the instantaneous attitude change trend and can respond to rapid attitude adjustments in real time.

[0082] S522. Extract the gravity component based on the acceleration signal and calculate the static pitch angle and static roll angle. The acceleration signal output by the accelerometer contains a gravitational acceleration component. By filtering out instantaneous linear acceleration interference, the gravity direction vector is extracted. Based on this gravity direction vector, the static estimates of the pitch and roll angles are calculated.

[0083] S523. Integrate the attitude change rate, the static pitch angle, and the static roll angle to output attitude angle parameters; The attitude angle parameters include pitch and roll angles. Specifically, complementary filtering or extended Kalman filtering algorithms can be used to fuse the high-frequency dynamic response of the gyroscope with the low-frequency stable reference of the accelerometer to obtain dynamically compensated attitude angle parameters, including pitch and roll angles. These attitude angle parameters can serve as the basis for subsequent drive command corrections, enabling the humanoid robot to achieve attitude stability and directional control during high-speed or medium-speed movement.

[0084] S53. Calculate the attitude deviation based on the attitude angle parameters, and determine the attitude correction coefficient based on the attitude deviation. The attitude deviation refers to the difference between the attitude angle parameter and the preset attitude target value, which represents the degree of deviation of the robot's current attitude from the desired attitude. The attitude correction coefficient is used to characterize the strength of the influence of attitude deviation on drive command correction.

[0085] In one feasible approach, the step of calculating the attitude deviation based on the attitude angle parameters and determining the attitude correction coefficient based on the attitude deviation includes the following sub-steps: S531. Calculate the attitude deviation based on the attitude angle parameters and the preset attitude target value; The attitude deviation includes pitch angle deviation and roll angle deviation.

[0086] Specifically, the real-time pitch and roll angles are obtained from the attitude angle parameters and compared with preset attitude target values ​​to calculate the pitch and roll angle deviations. The preset attitude target values ​​include preset pitch and roll angle target values, which can be dynamically set according to the robot chassis design parameters, center of gravity distribution, and desired motion state. The pitch angle deviation = real-time pitch angle - preset pitch angle target value, and the roll angle deviation = real-time roll angle - preset roll angle target value; these deviations represent the degree of deviation of the robot's current attitude from the desired attitude.

[0087] S532. Determine the preliminary attitude correction coefficient based on the attitude deviation; The pitch and roll angle deviations are input into the attitude correction mapping function to generate preliminary attitude correction coefficients. This mapping function establishes a correspondence between the attitude deviation and the correction response intensity; it can be a linear function or a piecewise nonlinear function. Through this mapping relationship, a smooth, low-amplitude correction signal can be output when the attitude deviation is small, while the correction amplitude can be increased when the attitude deviation is large, thus improving the system's response capability. The preliminary attitude correction coefficients reflect the fundamental impact of attitude errors on the correction of control commands for each drive wheel, thereby achieving real-time dynamic compensation for attitude.

[0088] S533. Adjust the initial attitude correction coefficient according to the current rotation speed of each drive wheel of the humanoid robot to obtain the attitude correction coefficient; When a speed difference between the two drive wheels is detected, the initial attitude correction coefficient is weighted and corrected to ensure that the attitude correction response is coordinated with the wheel speed state.

[0089] Specifically, the system can determine an adjustment factor based on the speed difference between the two drive wheels. This adjustment factor reflects the impact of the speed difference on the attitude correction sensitivity. When the speed difference between the two drive wheels is large, the intensity of the attitude correction coefficient is reduced to avoid excessive attitude compensation during high-speed movement. When the speed difference between the two drive wheels is small, the intensity of the attitude correction coefficient is increased to improve attitude stability at low speeds or during turns. Through this method, the attitude correction intensity can be adaptively adjusted according to different movement speeds, thereby maintaining stable operation when the humanoid robot is moving straight at high speed, and improving the attitude correction effect when turning at low speeds or with large attitude deviations, achieving coordinated control of overall movement balance and attitude stability.

[0090] S54. Generate a correction amount based on the driving command and the attitude correction coefficient, and correct the driving command according to the correction amount to obtain the corrected driving command, so as to realize the movement control of the humanoid robot.

[0091] The correction amount refers to the adjustment amount of the drive wheel speed calculated based on the attitude deviation and the current target speed of the drive wheel, which is used to reflect the correction requirements of attitude changes on the drive wheel speed.

[0092] Specifically, the generation of correction amounts includes: determining the adjustment direction and adjustment range of each drive wheel based on the attitude correction coefficient; when the pitch angle deviation is positive, adjusting the target speed of the drive wheel in the forward direction to reduce its speed value; when the pitch angle deviation is negative, adjusting the target speed of the rear drive wheel to increase its speed value; when the roll angle deviation is positive, adjusting the target speed of the left drive wheel; and when the roll angle deviation is negative, adjusting the target speed of the right drive wheel.

[0093] Furthermore, an output limiting threshold can be set during the correction process to prevent over-adjustment caused by instantaneous attitude changes; finally, the correction amount is superimposed on the original drive command to generate the corrected drive command, thereby realizing the balance and stable movement control of the humanoid robot in different postures and walking states.

[0094] It should be noted that this embodiment corrects the drive command by comprehensively mapping the attitude deviation amount with the current target speed of the drive wheel. This has the advantages of maintaining robot attitude stability, coordinating wheel speed adjustment, and reducing the accumulation of attitude deviation during high-speed or medium-speed movement.

[0095] In one embodiment, step S2, which selects a corresponding drive command adjustment strategy based on the relationship between the rotational speeds of the two drive wheels and a preset speed threshold, further includes: S6. When the rotational speeds of the two drive wheels are different and the first preset speed threshold or the second preset speed threshold is met, the drive command is adjusted in a restrictive manner according to the difference in rotational speeds of the two drive wheels. The restrictive adjustment refers to an adjustment method that, within the current control cycle, imposes constraints on the change in speed of at least one drive wheel based on the speed difference between the two drive wheels and its changing trend. The suppression process is one implementation of the restrictive adjustment.

[0096] In one feasible way, such as Figure 7 As shown, a suppression process can be adopted, in which case step S6 includes the following sub-steps: S61. Calculate the speed difference between the two drive wheels within the current control cycle based on the speed information of the two drive wheels; S62. Determine the trend of the speed difference based on the speed difference in the current control cycle and the speed difference in the previous control cycle; S63. When the trend of the speed difference shows an increasing trend, the speed change of the drive wheel on the side with higher speed is suppressed. In one feasible way, such asFigure 8 As shown, step S63 may further include the following sub-steps: S631. Obtain the change in rotational speed of the drive wheel on the side with higher rotational speed during the current control cycle; The change in rotational speed refers to the change in the target rotational speed of the drive wheel in the current control cycle relative to the target rotational speed of the drive wheel in the previous control cycle, which is obtained by calculating the difference between the corresponding rotational speed commands of the drive wheel in adjacent control cycles.

[0097] S632. Determine the corresponding change limit factor based on the relationship between the speed difference and the preset speed difference threshold; The change limit factor refers to the proportional coefficient used to limit the allowable adjustment range of the change in rotational speed, and its value is determined based on the relationship between the speed difference in the current control cycle and the preset speed difference threshold.

[0098] Specifically, when the speed difference is close to or exceeds the preset speed difference threshold, the change amount limiting factor takes a preset value less than 1; when the speed difference is less than the preset speed difference threshold, the change amount limiting factor takes a preset value close to 1.

[0099] S633. Based on the change amount limiting factor, the amplitude of the speed change is limited to obtain the limited speed change. The amplitude limit refers to calculating the change in rotational speed with the change limit factor to limit the change in rotational speed within a preset range; the restricted change in rotational speed refers to the change in rotational speed used to update the speed of the drive wheel after the amplitude limit.

[0100] Specifically, the corresponding restricted speed change can be obtained by multiplying the speed change by the change restriction factor.

[0101] S634. Based on the restricted speed change, update the speed command of the drive wheel with the higher speed in the current control cycle, and keep the speed change of the drive wheel with the lower speed unchanged in the current control cycle. The speed command refers to the control command generated by the control module based on the limited speed change, which is used to drive the corresponding drive wheel and indicates the target speed level of the drive wheel in the current control cycle.

[0102] It should be noted that the drive wheel with the higher rotational speed refers to the drive wheel with the larger rotational speed or average rotational speed among the two drive wheels within the same control cycle; the drive wheel with the lower rotational speed refers to the drive wheel with the smaller rotational speed or average rotational speed among the two drive wheels within the same control cycle.

[0103] S64. When the trend of the change in the speed difference does not show an increasing trend, the change in the speed of the two drive wheels is not suppressed.

[0104] The suppression process refers to the method of limiting the speed adjustment range of the drive wheel by applying a change limit factor or amplitude constraint to the speed change of the drive wheel within the current control cycle; not suppressing the speed change means maintaining the original calculation result of the speed change without introducing additional change limit.

[0105] Specifically, the restrictive adjustment is used to constrain the speed adjustment behavior that may cause a rapid increase in the speed difference when the speeds of the two drive wheels are in different speed ranges or close to the speed threshold boundary, so as to avoid introducing excessive differential speed changes before the speed state is stable, thereby affecting the coordination of drive wheel speeds.

[0106] It should be noted that this application introduces a restrictive adjustment method based on the trend of the speed difference when the speed of the two drive wheels does not fall into the same preset speed threshold at the same time. This avoids applying excessive speed adjustment to one drive wheel when the speed state has not been clearly classified. In this way, the controllability of the drive wheel speed adjustment is maintained near different speed threshold boundaries, and the risk of travel direction deviation caused by rapid amplification of speed difference is reduced.

[0107] In addition, there is no order between step S6 and step S5, which combine attitude information to correct the attitude of the drive command, but step S6 comes before step S5.

[0108] This application presents a humanoid robot dual-drive-wheel motion control method. The method is applied to a humanoid robot chassis including two drive wheels, auxiliary wheels, and a suspension structure. The method includes: acquiring the rotational speed information of the two drive wheels and attitude information output by an attitude sensor; selecting a corresponding drive command adjustment strategy based on the relationship between the rotational speed of the two drive wheels and a preset speed threshold, wherein the preset speed threshold includes a first preset speed threshold and a second preset speed threshold, and the second preset speed threshold is greater than or equal to the first preset speed threshold; dynamically adjusting the drive command based on the rotational speed difference between the two drive wheels when the rotational speed of the two drive wheels is less than the first preset speed threshold; smoothly adjusting the drive command based on the average rotational speed of the two drive wheels when the rotational speed of the two drive wheels is greater than or equal to the second preset speed threshold; and correcting the attitude of the drive command based on the dynamically adjusted or smoothly adjusted drive command and the attitude information, thereby achieving motion control of the humanoid robot and achieving an unexpected technical effect of balancing low-speed sensitivity and high-speed stability.

[0109] Furthermore, based on the speed difference and a preset proportional relationship, a first speed compensation coefficient is determined. This has the advantage of enabling the two drive wheels to quickly suppress directional deviation caused by inconsistent wheel speeds at low speeds or during startup, improving the robot's responsiveness to steering commands and attitude changes, while avoiding overcorrection caused by a fixed compensation amount, thereby improving the straight-line travel accuracy and control stability during low-speed movement. Based on the average speed of the two drive wheels, the average speed of the previous control cycle, the average speed deviation of the two drive wheels, and preset inertia compensation parameters, a smoothing adjustment coefficient is determined to smoothly adjust the speed of the two drive wheels. This has the advantage of effectively reducing the abrupt amplitude of drive commands during high-speed travel or speed changes, reducing speed oscillations and attitude swaying caused by inertia effects, improving the continuity and smoothness of drive wheel output, thereby enhancing the robot's operational stability and walking comfort in high-speed straight-line or uniform motion states.

[0110] This paper applies the humanoid robot dual-drive wheel movement control method to a fighting robot. By selecting different drive command adjustment strategies based on the rotational speed of the two drive wheels and combining posture information to perform real-time posture correction of the drive commands, it can quickly suppress posture deviations caused by wheel speed differences, inertial effects, or external force impacts in complex combat scenarios such as high-speed rushing, sudden stops, changes of direction, and force interference. This maintains the stability of the robot's direction of travel and posture, thereby achieving continuous and stable movement control during combat, improving the overall stability of the robot, the continuity of movements, and the execution accuracy and hit rate of striking actions.

[0111] Secondly, please refer to Figure 9 This application provides a humanoid robot dual-drive wheel mobility control system, the system comprising: The acquisition module 201 is used to acquire the rotational speed information of the two drive wheels and the attitude information output by the attitude sensor; Adjustment module 202 is used to select a corresponding drive command adjustment strategy based on the relationship between the rotational speeds of the two drive wheels and a preset speed threshold. The preset speed threshold includes a first preset speed threshold and a second preset speed threshold, wherein the second preset speed threshold is greater than or equal to the first preset speed threshold. The dynamic adjustment module 203 is used to dynamically adjust the driving command according to the speed difference between the two driving wheels when the rotational speed of the two driving wheels is less than the first preset speed threshold. The smoothing adjustment module 204 is used to smoothly adjust the driving command according to the average speed of the two driving wheels when the rotational speed of the two driving wheels is greater than or equal to the second preset speed threshold. The correction control module 205 is used to correct the attitude of the drive command based on the dynamically adjusted or smoothly adjusted drive command and in combination with the attitude information, so as to realize the movement control of the humanoid robot.

[0112] It should be noted that each module and unit in the humanoid robot dual-drive wheel movement control system in this embodiment corresponds one-to-one with each step in the humanoid robot dual-drive wheel movement control method in the first aspect embodiment above. Therefore, the specific implementation of this embodiment can refer to the implementation of the aforementioned humanoid robot dual-drive wheel movement control method, and will not be repeated here.

[0113] Thirdly, embodiments of this application provide, as follows Figure 10 A humanoid robot 300 is shown, comprising: at least one processor, at least one memory, and computer program instructions stored in the memory, wherein, when executed by the processor, the computer program instructions cause the processor to implement the humanoid robot dual-drive wheel movement control method as described in any of the first aspects above.

[0114] In summary, the humanoid robot dual-drive wheel motion control method, system, and humanoid robot of this application are applied to a humanoid robot chassis including two drive wheels, auxiliary wheels, and a suspension structure. By acquiring the rotational speed information of the two drive wheels and the attitude information output by an attitude sensor, a corresponding drive command adjustment strategy is selected based on the relationship between the rotational speed of the two drive wheels and a preset speed threshold. The preset speed threshold includes a first preset speed threshold and a second preset speed threshold, where the second preset speed threshold is greater than or equal to the first preset speed threshold. When the rotational speed of the two drive wheels is less than the first preset speed threshold, the drive command is dynamically adjusted based on the difference in rotational speed between the two drive wheels. When the rotational speed of the two drive wheels is greater than or equal to the second preset speed threshold, the drive command is smoothly adjusted based on the average rotational speed of the two drive wheels. Based on the dynamically adjusted or smoothly adjusted drive command and combined with the attitude information, the attitude of the drive command is corrected to achieve motion control of the humanoid robot. This application selects a drive command adjustment strategy based on the rotational speed of the drive wheels, achieving rapid response at low speeds and maintaining stable operation at high speeds, thereby improving the attitude stability of the robot's movement.

[0115] The above description is merely a specific implementation of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A method for controlling the movement of a humanoid robot with dual drive wheels, characterized in that, The method is applied to a humanoid robot chassis including two drive wheels, auxiliary wheels, and a suspension structure. The method includes: The rotational speed information of the two drive wheels and the attitude information output by the attitude sensor are obtained; Based on the relationship between the rotational speed of the two drive wheels and the preset speed threshold, a corresponding drive command adjustment strategy is selected. The preset speed threshold includes a first preset speed threshold and a second preset speed threshold, wherein the second preset speed threshold is greater than or equal to the first preset speed threshold. When the rotational speed of the two drive wheels is less than the first preset speed threshold, the drive command is dynamically adjusted according to the speed difference between the two drive wheels. When the rotational speed of the two drive wheels is greater than or equal to the second preset speed threshold, the drive command is smoothly adjusted according to the average rotational speed of the two drive wheels; Based on the dynamically adjusted or smoothly adjusted drive commands and combined with the posture information, the drive commands are posture corrected to achieve motion control of the humanoid robot.

2. The method according to claim 1, characterized in that, When the rotational speed of the two drive wheels is less than the first preset speed threshold, the drive command is dynamically adjusted according to the speed difference between the two drive wheels, including: Based on the rotational speed information of the two drive wheels, determine whether the rotational speed of the two drive wheels is less than the first preset speed threshold. When the rotational speed of the two drive wheels is less than the first preset speed threshold, the speed difference between the two drive wheels is calculated based on the rotational speed information of the two drive wheels. The first speed compensation coefficient is determined based on the speed difference between the two drive wheels and a preset proportional relationship; The rotational speeds of the two drive wheels are adjusted according to the first rotational speed compensation coefficient.

3. The method according to claim 2, characterized in that, The step of determining the first speed compensation coefficient based on the speed difference between the two drive wheels and a preset proportional relationship includes: Calculate the speed difference in the current control cycle based on the real-time speed of the two drive wheels; The speed difference of the current control cycle is compared with a preset dead zone threshold. When the speed difference of the current control cycle is greater than the preset dead zone threshold, the speed difference of the previous control cycle is obtained. Based on the speed difference in the current control cycle, the speed difference is mapped to the compensation intensity according to a preset proportional relationship to generate a basic first speed compensation coefficient; The speed difference in the current control cycle is compared with the speed difference in the previous control cycle to obtain the trend of the speed difference. When the trend of the change in the speed difference shows an increasing trend, the basic first speed compensation coefficient is enhanced and adjusted to obtain the enhanced and adjusted basic first speed compensation coefficient. When the trend of the speed difference does not show an increasing trend, the basic first speed compensation coefficient is kept unchanged; The basic first speed compensation coefficient obtained in the current control cycle is fused with the first speed compensation coefficient in the previous control cycle to obtain the first speed compensation coefficient used to adjust the speed of the two drive wheels.

4. The method according to claim 1, characterized in that, When the rotational speed of the two drive wheels is greater than or equal to the second preset speed threshold, the drive command is smoothly adjusted based on the average rotational speed of the two drive wheels, including: Based on the rotational speed information of the two drive wheels, determine whether the rotational speed of the two drive wheels is greater than or equal to the second preset speed threshold. When the rotational speed of the two drive wheels is greater than or equal to the second preset speed threshold, the average rotational speed of the two drive wheels is calculated based on the rotational speed information of the two drive wheels, and the average rotational speed deviation of the two drive wheels relative to the average rotational speed is calculated respectively. The smoothing adjustment coefficient is determined based on the average rotational speed of the two drive wheels, the average rotational speed of the previous control cycle, the average rotational speed deviation of the two drive wheels, and the preset inertia compensation parameter. The rotational speeds of the two drive wheels are smoothly adjusted according to the smoothing adjustment coefficient.

5. The method according to claim 4, characterized in that, The step of determining the smoothing adjustment coefficient based on the average rotational speed of the two drive wheels, the average rotational speed of the previous control cycle, the average rotational speed deviation of the two drive wheels, and preset inertia compensation parameters includes: Based on the average speed deviation between the two drive wheels, calculate the deviation magnitude of the average speed deviation of each drive wheel relative to the average speed within the current control cycle; Calculate the difference in deviation amplitude between the two drive wheels based on their deviation amplitudes. Based on the sign relationship of the average speed deviation between the two drive wheels and the difference in the deviation amplitude, the deviation pattern of the current speed is determined, and the deviation pattern includes symmetrical deviation and unilateral deviation. The change in average speed and direction of change are determined based on the average speed of the two drive wheels and the average speed of the previous control cycle. Based on the average rotational speed change, the direction of change, and the preset inertia compensation parameters, a basic smoothing adjustment coefficient is generated; Based on the deviation shape and the deviation amplitude, the basic smoothing adjustment coefficient is corrected to obtain the smoothing adjustment coefficient.

6. The method according to claim 1, characterized in that, The step of selecting a corresponding drive command adjustment strategy based on the relationship between the rotational speeds of the two drive wheels and a preset speed threshold also includes: When the rotational speeds of the two drive wheels are different and meet either the first preset speed threshold or the second preset speed threshold, the drive command is adjusted restrictively based on the speed difference between the two drive wheels, including: Based on the rotational speed information of the two drive wheels, calculate the speed difference between the two drive wheels within the current control cycle; The trend of the speed difference is determined based on the speed difference in the current control cycle and the speed difference in the previous control cycle. When the trend of the speed difference shows an increasing trend, the speed change of the drive wheel on the side with higher speed is suppressed. When the trend of the change in the speed difference does not show an increasing trend, no suppression processing is performed on the change in the speed of the two drive wheels.

7. The method according to claim 6, characterized in that, When the trend of the speed difference shows an increasing trend, the speed change of the drive wheel on the side with the higher speed is suppressed, including: Obtain the change in rotational speed of the drive wheel on the side with the higher rotational speed during the current control cycle; Based on the relationship between the speed difference and the preset speed difference threshold, the corresponding change limit factor is determined; Based on the aforementioned variation limiting factor, the amplitude of the rotational speed variation is limited to obtain the restricted rotational speed variation; Based on the restricted speed change, the speed command of the drive wheel with the higher speed is updated in the current control cycle, while the speed change of the drive wheel with the lower speed remains unchanged in the current control cycle.

8. The method according to any one of claims 1 to 7, characterized in that, The step of adjusting the attitude of the drive commands based on dynamically adjusted or smoothly adjusted commands, and in conjunction with the attitude information, to achieve motion control of the humanoid robot includes: Obtain the drive commands after dynamic or smooth adjustment; The attitude angle parameters are extracted from the attitude information, and the attitude angle parameters include pitch angle and roll angle. The attitude deviation is calculated based on the attitude angle parameters, and the attitude correction coefficient is determined based on the attitude deviation. A correction amount is generated based on the driving command and the attitude correction coefficient, and the driving command is corrected according to the correction amount to obtain the corrected driving command, so as to realize the movement control of the humanoid robot.

9. A humanoid robot dual-drive wheel movement control system, characterized in that, The system is applied to a humanoid robot chassis including two drive wheels, auxiliary wheels, and a suspension structure. The system includes: The acquisition module is used to acquire the rotational speed information of the two drive wheels and the attitude information output by the attitude sensor; The adjustment strategy module is used to select a corresponding drive command adjustment strategy based on the relationship between the rotational speed of the two drive wheels and a preset speed threshold. The preset speed threshold includes a first preset speed threshold and a second preset speed threshold, wherein the second preset speed threshold is greater than or equal to the first preset speed threshold. The dynamic adjustment module is used to dynamically adjust the driving command according to the speed difference between the two driving wheels when the rotational speed of the two driving wheels is less than the first preset speed threshold. The smoothing adjustment module is used to smoothly adjust the driving command based on the average speed of the two driving wheels when the rotational speed of the two driving wheels is greater than or equal to the second preset speed threshold. The correction control module is used to correct the attitude of the drive command based on the dynamically adjusted or smoothly adjusted drive command and in combination with the attitude information, so as to realize the movement control of the humanoid robot.

10. A humanoid robot, characterized in that, include: At least one processor, at least one memory, and computer program instructions stored in the memory, wherein, when executed by the processor, the computer program instructions cause the processor to implement the humanoid robot dual-drive wheel movement control method as described in any one of claims 1–8.

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