A stage equipment adaptive variable speed planning method

Abstract

The present application provides a stage equipment adaptive variable speed planning method, comprising the following steps: S1: real-time acquisition of the total mass of the equipment load including the weight of the audience, calculation of the load coefficient, and acquisition of the mapping model of the load-comfort threshold; S2: when the load coefficient rapidly mutates, i.e. step change, asymmetric low-pass filtering is performed on the acceleration and jerk to prevent the jump of the speed command; S3: receiving the rhythm factor from the performance general control system, temporarily increasing the scaling value of the acceleration and jerk within the safety limit; S4: updating the comfort state quantity, and performing S-type speed curve improvement with limited jerk. The stage equipment adaptive variable speed planning method significantly improves the physiological comfort and psychological immersion of the audience under the premise of ensuring the safe operation of the equipment, and takes into account the artistic expressiveness of the performance.

Description

Technical Field

[0001] This invention relates to a control method for stage performance equipment, and more particularly to an adaptive speed control planning method for mobile stage equipment used to carry audience members. Background Technology

[0002] In recent years, with the rapid development of performing arts technology, traditional stages can no longer meet audiences' demands for immersion and interactivity. Stage machinery has gradually evolved from simply transporting props and changing scenery to active experiential platforms capable of carrying audiences and moving them with the storyline. Typical equipment includes moving seating platforms, where audience seats are installed on a track-moving platform that can move between the main stage, side stages, and auditorium, allowing the audience to follow the rhythm of the performance. Another example is rotating seating, where entire rows or sections of seats can rotate around a central axis, changing the audience's perspective. Yet another example is a lifting and dynamic grandstand, where the entire audience seating rises and falls in sync with changes in stage height or to create a sense of weightlessness, swaying, tilting, and vibrating in sync with the plot.

[0003] A common characteristic of these devices is that the audience directly experiences the inertial forces generated by the device's movement. Therefore, the device's motion characteristics, such as speed, acceleration, jerk (the rate of change of acceleration), and vibration frequency, are no longer merely indicators of concern to mechanical engineers, but core elements directly affecting the audience's physiological comfort and psychological immersion. The trapezoidal velocity curve is the most basic planning method in industrial motion control, consisting of an acceleration segment, a constant velocity segment, and a deceleration segment. Acceleration is constant in the acceleration and deceleration segments and zero in the constant velocity segment. This algorithm is simple, computationally inexpensive, and easy to implement, and is commonly used in stage machinery control systems. However, the trapezoidal curve has inherent limitations. At the beginning of the acceleration segment, the end of the acceleration segment just before entering constant velocity, the beginning of the deceleration segment, and the final stop at the end of the deceleration segment, acceleration undergoes a step change, theoretically resulting in infinite jerk.

[0004] Although acceleration doesn't actually change abruptly in real-world systems due to mechanical flexibility and controller delays, it still generates a noticeable impact. For manned equipment, this impact is directly transmitted to the audience's body, causing strong stimulation to the human system, ranging from mild discomfort to severe nausea, dizziness, and sweating. To overcome the abrupt acceleration problem of trapezoidal curves, S-curve velocity curve planning algorithms are widely used. The S-curve subdivides the acceleration segment into three segments: acceleration-uniform acceleration-deceleration, and deceleration. The deceleration segment is similar, ensuring continuous acceleration and a piecewise constant with a finite value for jerk. Therefore, the S-curve can generate motion commands with continuous velocity, acceleration, and jerk, theoretically enabling impact-free motion.

[0005] However, conventional S-curve planning often suffers from deficiencies due to its fixed maximum acceleration and maximum jerk parameters. This is because these parameters are typically set based on the equipment's rated load and cannot adapt to real-time load changes. When the load decreases, the actual inertia decreases, resulting in less impact at the same acceleration, but the speed planning still operates with conservative parameters, leading to inefficiency. When the load increases, the actual inertia increases, and a fixed acceleration may cause motor overload or the actual acceleration to fail to keep up with the command, resulting in tracking errors and additional impacts. Furthermore, commonly used S-speed planning algorithms only consider the equipment's own load-bearing capacity, often neglecting the human sensory comfort of the equipment. In other words, the acceleration and jerk limits of the S-curve are often derived from the equipment's mechanical capacity, rather than the human physiological comfort threshold. In the application of performing arts equipment, different groups of people, such as age, gender, and health status, have vastly different tolerances to acceleration or jerk, and currently used S-curves cannot provide personalized or adaptive adjustments for different audience groups. When the load changes during movement, such as when spectators stand up or leave, the S-curve cannot adjust the planning parameters for the remaining travel online and can only execute according to the original parameters. This results in a lag in response to load changes, which may lead to overshoot or impact in subsequent movements. Similarly, the trapezoidal velocity curve cannot adaptively adjust to changes in the application scenario to improve crowd comfort.

[0006] It is evident that existing velocity curve planning algorithms, such as trapezoidal curves and S-curves, have varying degrees of application shortcomings. For example, trapezoidal curves suffer from abrupt acceleration changes, theoretically resulting in infinite jerk. While conventional S-curves can limit jerk, their parameters are fixed and not correlated with the load, meaning jerk cannot be independently controlled. In routine debugging, stage machinery typically uses fixed acceleration / jerk parameters to drive specialized equipment like seating carriages. It is well known that the load on seating carriages changes in real-time due to audience numbers, weight distribution, and behaviors such as audience members standing up or leaving. Heavy loads can easily cause impacts or motor overloads, while light loads result in low efficiency and sluggish response, failing to adapt to real-time load changes. When the load suddenly increases, such as when a group of audience members stand up, immediately reducing the acceleration limit may cause a jump in the speed command, resulting in secondary impacts. Currently, speed planning commonly used in engineering focuses on optimizing equipment smoothness or tracking accuracy, without establishing a quantitative mapping relationship between acceleration / jerk and audience experience / discomfort. This makes it impossible to guarantee a comfortable experience for audiences under different load conditions, to provide subjective ratings based on actual audience feelings, to calibrate comfort parameters online using physiological signals, or to adapt to the varying sensitivity of different groups, lacking quantitative constraints on human comfort. Furthermore, existing speed planning is independent of the plot's pacing, failing to appropriately enhance motion stimulation in scenes requiring strong dynamism, such as chases or sprints, thus impacting artistic expression.

[0007] In conclusion, to address the shortcomings of existing technologies, an adaptive variable speed planning method driven by audience comfort is needed to enhance artistic expression. Summary of the Invention

[0008] This invention provides an adaptive speed planning method for stage equipment, which solves the problem of how to dynamically adjust speed curve parameters by sensing the audience load distribution in real time during the movement of stage equipment, so that the inertial impact (acceleration, jerk) generated by the equipment is always below the human comfort threshold, thereby avoiding negative physiological reactions such as motion sickness, dizziness, and discomfort for the audience and improving the immersive viewing experience. The technical solution is as follows: An adaptive speed control planning method for stage equipment includes the following steps: S1: Real-time acquisition of the total mass carried by the equipment, including the weight of the audience, calculation of the load coefficient, and acquisition of the load-comfort threshold mapping model; S2: When the load factor undergoes a rapid change, i.e. a step change, the acceleration and jerk are subjected to asymmetric low-pass filtering to prevent speed command jumps. S3: Receive rhythm factors from the overall performance control system Within the safety limits, temporarily increase the performance rhythm scaling value of acceleration and jerk. S4: Update comfort state parameters and improve the S-shaped speed curve with limited acceleration.

[0009] Furthermore, in step S1, the total mass carried by the equipment, including the weight of the audience, is acquired in real time, the load factor is calculated, and a mapping model of load-comfort threshold is obtained, including the following steps: S11: Collect pressure sensor values ​​installed under each seat to obtain the total mass of the platform, including the weight of the audience, in real time. Calculate the real-time load coefficient based on the ratio of the total platform mass to the rated load when fully occupied. ; S12: Real-time load factor Perform a first-order low-pass filter to obtain the smoothed load factor. In the control system, the recursive form of this filter is:

[0010] in The load factor after filtering in the kth sampling period Discrete sampled values; This represents the original discrete load coefficient for the k-th sampling period; ... Used for comfort mapping; discrete sequence Used for real-time recursive calculations; S13: Obtain the mapping model for load-comfort thresholds, as described below: , in, Indicates comfort margin, , The actual acceleration and jerk are obtained from the encoder speed feedback during the current motion; A maximum acceleration mapping table that does not cause any inappropriate reactions from the audience under rated load; This table represents the maximum jerk mapping that does not cause any discomfort to the audience under rated load. It is the real-time load factor; This represents the maximum allowable acceleration after load change smoothing filtering; This represents the maximum allowable jerk after load mutation smoothing filtering.

[0011] Furthermore, in step S13, it is necessary to pre-establish a comfort mapping table under rated load and statistically determine the maximum acceleration mapping table corresponding to the condition that most viewers experience no discomfort. Maximum jerk mapping table The statistics involve varying degrees of individualization or group segmentation based on the sampled individuals, and an acceleration label mapping table is established according to the male-to-female ratio across different age groups. And accelerometer map Based on the current scenario load factor, calculate the allowable upper limit comfort boundary value, i.e. , ; in, It is the maximum allowable acceleration after load change smoothing filtering; Maximum permissible jerk after load mutation smoothing filter; This represents a function that shows the continuous change of the load factor over time after filtering.

[0012] Furthermore, in step S2, when the load factor undergoes a rapid abrupt change, i.e., a step change, the comfort margin is defined. Decision correction factor ,in, To correct the strength coefficient; when If the values ​​are too low, the limits for acceleration and jerk need to be reduced, which means the maximum allowable acceleration limit for the current cycle needs to be lowered. And the maximum allowable jerk limit for the current cycle. ; The correction factor is used to correct for acceleration and jerk, and the final limit values ​​for acceleration and jerk are as follows: , ; This represents the maximum allowable acceleration after load change smoothing filtering; This indicates the maximum permissible jerk after load change smoothing filtering; Based on the physical upper and lower limits of the equipment design, we can conclude that: , , This formula represents the calculation of a. max (t) Forced restriction on [a min , a des Within the interval; and Forced restrictions on [ Within the interval; , These are the minimum values ​​of acceleration and jerk required to ensure basic motor skills, respectively. , These are the allowable acceleration and maximum jerk of the equipment's mechanical structure, respectively. This refers to limiting the value to a specified range; when the load coefficient changes abruptly, the acceleration and jerk can be subjected to asymmetric low-pass filtering to smooth the data.

[0013] Furthermore, in step S3, rhythm factors are received from the overall performance control system. Temporarily increasing the scaling values ​​of acceleration and jerk within safe limits includes the following steps: S31: Receive rhythm factors from the overall performance control system Adjust the performance effects based on the currently obtained speed. The effective acceleration and jerk constraints ultimately used for planning are as follows: , ; in, This represents the acceleration after scaling due to the performance rhythm factor; This indicates the accelerometer after scaling due to the performance rhythm factor; , These represent the final limit values ​​for acceleration and jerk, respectively. , These are the allowable acceleration and maximum jerk of the equipment's mechanical structure, respectively. This represents the maximum allowable acceleration after load change smoothing filtering; This indicates the maximum permissible jerk after load change smoothing filtering; S32: Adjust the weight of jerk in the objective function in real time. ,Right now ;in Based on weights, For feedback gain; t represents time. Indicates comfort margin; S33: Let the target position be... Current actual location speed acceleration Maximum speed So the safe maximum speed is The safety acceleration to be used is ; in, Indicates the target location and the distance the seat carriage needs to move; This represents the acceleration after scaling due to the performance rhythm factor; This indicates the accelerometer after scaling due to the performance rhythm factor.

[0014] Furthermore, in step S4, the improvement of the S-shaped velocity curve with limited acceleration requires considering the difference between the current velocity and the target velocity, and the current acceleration and... By comparing the remaining displacement and determining the current stage of motion, the recursive formula uses the standard S-shaped algorithm, and the acceleration employs a safety jerk. Calculate its acceleration , The same applies to other stages; in, This refers to the new acceleration value emitted by the controller after one sampling period; This refers to the actual acceleration at this moment; This indicates the actual effective jerk limit for this period after weight reduction; This refers to the sampling period; It refers to the final maximum allowable acceleration, after mapping, smoothing, and rhythmic co-scaling. This represents the new speed value output by the controller after one sampling period Δt. This indicates the actual speed at this moment.

[0015] Furthermore, based on the actual acceleration feedback With jerk That is, the actual acceleration of the seat platform. and actual jerk and newly acquired , For comfort margin It performs real-time updates to obtain the actual comfort boundary, and its update formula is as follows: ; This represents the acceleration value after mapping, smoothing, and rhythm-coordinated output. This represents the jerk value after mapping, smoothing, and rhythmic co-output. By feeding δ(t) back into the planning of the next cycle, the acceleration / jerk limit is dynamically adjusted, so that the actual motion is always kept within the comfort boundary, thus forming a closed-loop adaptive control system.

[0016] Furthermore, the actual acceleration of the seat platform and actual jerk It is obtained by an encoder, which is installed on the drive motor shaft of the seat carriage.

[0017] This invention pre-calibrates the comfort acceleration and comfort jerk under rated load through human experiments, and constructs a load-comfort mapping model based on real-time scaling according to the load coefficient, ensuring that the impact generated under different loads is within the human comfort range. Next, an S-curve with limited jerk is used to independently constrain acceleration and jerk, ensuring continuity of speed, acceleration, and jerk throughout the process, fundamentally eliminating impact. Asymmetric low-pass filtering is applied to the acceleration / jerk limits to achieve a smooth transition during sudden load changes, with gradual changes during increase and rapid changes during decrease, avoiding abrupt command changes. A comfort score is introduced to establish a closed-loop calibration based on audience feedback, adjusting comfort benchmark parameters online to achieve group adaptation. The rhythm factor from the overall performance control system is received, and motion stimulation is temporarily enhanced within a safe range to ensure performance rhythm coordination and meet artistic expression requirements. This method aims to provide a human-centered speed planning solution for stage equipment carrying audiences, significantly improving the physiological comfort and psychological immersion of the audience while ensuring safe equipment operation and considering the artistic expression of the performance.

[0018] This invention can be widely applied to experiential scenarios such as theaters, performing arts centers, multi-functional halls, immersive cinemas, theme parks, and dynamic exhibition halls, where audiences need to move with the equipment. Attached Figure Description

[0019] Figure 1 This is a flowchart illustrating the adaptive speed planning method for stage equipment. Detailed Implementation

[0020] like Figure 1 As shown, the adaptive speed planning method for stage equipment includes the following steps: S1: Real-time acquisition of the total mass of the equipment, including the weight of the audience, calculation of the load coefficient, and acquisition of a load-comfort threshold mapping model, so that the impact generated under different loads is within the human comfort range; specifically, it includes the following: S11: Collects pressure sensor values ​​installed under each seat to obtain the total mass of the equipment, including the weight of the audience, in real time.

[0021] If the total mass of the platform is ; in, Indicates the first The load mass detected in real time on each seat is the weight of the audience sitting in that seat. Let t be a natural number, and t represent continuous physical time. It is the sum of the vehicle platform's structural weight and the mass of the empty seat.

[0022] So, real-time load factor Defined as: ,in, This is the rated load when fully occupied.

[0023] in, It is the real-time load factor, which represents the ratio of the total mass of the vehicle to the rated load at the current moment.

[0024] S12: Real-time load factor Perform a first-order low-pass filter to obtain the smoothed load factor. In the control system, the recursive form of this filter is: in The load factor after filtering in the kth sampling period Discrete sampled values; This represents the original discrete load coefficient for the k-th sampling period; The filter coefficients are given empirical values ​​based on testing in the application scenario to suppress sensor noise; k represents the k-th sampling period; the filtered continuous signal Used for comfort mapping; discrete sequence Used for real-time recursive calculations.

[0025] S13: Obtain the mapping model for load-comfort thresholds, as described below: , in, Indicates comfort margin, , In a stage chair carriage system, the encoder is typically mounted on the drive motor shaft to measure the actual acceleration and jerk in real time, based on the encoder's speed feedback during the current motion. The encoder is used to measure the actual running speed of the carriage and calculate the actual acceleration. and actual jerk ; A maximum acceleration mapping table that does not cause any inappropriate reactions from the audience under rated load; This table represents the maximum jerk mapping that does not cause any discomfort to the audience under rated load. This is the real-time load factor. Furthermore, It's a list, not a single number; appropriate values ​​are selected from the list based on the type of audience. Similarly Too.

[0026] To obtain a load-comfort threshold mapping model, a comfort mapping list under rated load needs to be pre-established through experimental methods. Trapezoidal, S-shaped, and sine acceleration curves are used to drive the equipment. An experience experiment is conducted on viewers on the seating platform, recording subjective feelings on a scale of 1 to 10, where 1 represents complete comfort and 10 represents severe discomfort.

[0027] Statistical analysis determined that most viewers experienced no discomfort, corresponding to the maximum acceleration mapping table. Maximum jerk mapping table The statistics can be personalized or grouped to varying degrees based on the individuals sampled. For example, if there are a large number of young women in the sample, their acceleration values ​​can be labeled. Since the sample consists mostly of elderly women, their acceleration values ​​can be labeled. If the sample consists of a large number of young men, then their acceleration values ​​can be labeled. Since the sample consisted mostly of elderly men, their acceleration values ​​could be labeled. If the sample consists of roughly equal numbers of young men and women, then their acceleration values ​​can be labeled as follows: If the sampled elderly men and women are evenly matched, then their acceleration values ​​can be labeled as follows: Based on different experimental results, an acceleration label mapping table was established. Similarly, the accelerometer mapping table can also be obtained. .

[0028] Based on the experimental conclusions from the above steps, and combined with the current scenario load factor, the allowable upper limit comfort boundary value is calculated, i.e. , ; in, It is the maximum allowable acceleration after load change smoothing filtering; Maximum allowable jerk after load mutation smoothing filter.

[0029] This represents a function that shows the continuous change of the load factor over time after filtering.

[0030] Then, construct the state parameter variables that combine real-time load, current motion, and comfort, for Based on the formula for the upper limit comfort boundary, a mapping model of load-comfort threshold can be derived. .

[0031] , ; in, Indicates comfort margin, , The actual acceleration and jerk are obtained from the encoder speed feedback during the current motion; This represents the maximum allowable acceleration after load change smoothing filtering; This represents the maximum allowable jerk after load mutation smoothing filtering.

[0032] S2: When the load factor undergoes a rapid change, i.e. a step change, the acceleration and jerk are subjected to asymmetric low-pass filtering to prevent speed command jumps. Defined by comfort margin Decision correction factor ,in, To correct the strength coefficient, a value is chosen based on experience. When If the value is too low, further reduce the limits of acceleration and jerk, which is the maximum allowable acceleration limit for the current cycle. And the maximum allowable jerk limit for the current cycle. Actively increase safety margins; when If the value is too high, no correction is made. Therefore, the final limits for acceleration and jerk are as follows: , . The physical meaning is the same. The physical meanings are the same; the latter is a simplification of the former.

[0033] The comfort margin It is the core state variable of the control system and is closely related to each step (correction factor, smooth transition, performance coordination, etc.).

[0034] The correction factor is constructed to correct for acceleration and jerk. When If the acceleration is too low, it indicates that the actual acceleration is close to the maximum allowable value, and the audience may already feel uncomfortable. In this case, the system will actively reduce the acceleration. With jerk This makes the speed commands output by the controller smoother, resulting in a more comfortable actual movement. If the value is too high, it means that the actual acceleration is lower than the maximum allowable value. The audience is very comfortable, but the movement may be too slow. In this case, the system will not lower the limit and will allow the system to run at the current speed. It is allowed to appropriately increase the speed or acceleration to improve the operating efficiency.

[0035] Based on the physical upper and lower limits of the equipment design, we can conclude that: , , This formula represents the calculation of a. max (t) Forced restriction on [a min , a des Within the interval. And Forced restrictions on [ Within the interval. The physical minimum and maximum values ​​of the equipment design do not change with time, so the parameter t is not mentioned in the notes on the right side of the formula. The a... min , a des The value of is constant.

[0036] in , These are the minimum values ​​of acceleration and jerk required to ensure basic motor skills, respectively. , These are the allowable acceleration and maximum jerk of the equipment's mechanical structure, respectively. Furthermore, This refers to the maximum acceleration of the seat platform during its design. This refers to the maximum acceleration of the seat platform during its design. This refers to restricting a value to a specified range.

[0037] Here, when the load coefficient changes abruptly, the acceleration and jerk can be subjected to asymmetric low-pass filtering to smooth the data and prevent speed command jumps.

[0038] S3: Receive rhythm factors from the overall performance control system Within safe limits, temporarily increase the performance rhythm scaling values ​​of acceleration and jerk; specifically, this includes the following steps: S31: Receive rhythm factors from the overall performance control system Adjust the performance effects based on the currently obtained speed. The effective acceleration and jerk constraints ultimately used for planning are as follows: , ; Among them, receiving the "rhythm factor" allows for a brief breach of the comfort threshold (creating stimulation) during the climax of the plot, but the extent of the breach is limited by the safety boundary. This represents the acceleration after scaling due to the performance rhythm factor; This indicates the accelerometer after scaling due to the performance rhythm factor.

[0039] S32: Adjust the weight of jerk in the objective function in real time. ,Right now ;in Based on weights, For feedback gain; t represents time. S33: Let the target position be... Current actual location speed acceleration Maximum speed So the safe maximum speed is The safety acceleration to be used is ; in, Indicates the target location and the distance the seat carriage needs to move; This represents the acceleration after being scaled by the performance rhythm factor. This indicates the accelerometer after scaling due to the performance rhythm factor.

[0040] S4: Update comfort state parameters and improve the S-shaped speed curve with limited acceleration; To improve an S-shaped velocity curve with limited acceleration, it is necessary to consider the difference between the current velocity and the target velocity, and the current acceleration and... By comparing the remaining displacement, we can determine the current stage of motion (acceleration / uniform acceleration / deceleration / uniform speed / acceleration / deceleration / uniform deceleration / deceleration).

[0041] The recursive formula uses the standard S-shaped algorithm, and its acceleration employs safe jerk. Calculate its acceleration. , The same applies to other stages; in, This refers to the actual acceleration at this moment (the acceleration currently maintained by the controller); This refers to the new acceleration value emitted by the controller after one sampling period; This refers to the sampling period; It refers to the final maximum allowable acceleration, after mapping, smoothing, and rhythmic co-scaling. This indicates the actual effective jerk limit for this period after weight reduction; This indicates the new speed value output by the controller after one sampling period Δt (i.e., the speed command that should be sent to the servo driver in this period). This indicates the actual speed at this moment (or the speed currently maintained by the planner).

[0042] Based on the actual acceleration feedback With jerk That is, the actual acceleration of the seat platform. and actual jerk and newly acquired , ,right It performs real-time updates to obtain the actual comfort boundary. The update formula is as follows: .

[0043] This represents the acceleration value after mapping, smoothing, and rhythm-coordinated output. This represents the jerk value after mapping, smoothing, and rhythmic co-output.

[0044] Repeat the above steps to obtain new acceleration and jerk, and plan the S-velocity curve with jerk constraint.

[0045] Repeating the above steps means continuously updating δ(t) in real time to obtain the actual comfort boundary. ; Actual acceleration of the seat platform and actual jerk It is obtained from the encoder; and Acceleration values ​​after mapping, smoothing, correction, and rhythmic co-scaling; It is the jerk value after mapping, smoothing, correction, and rhythmic co-scaling; It is obtained through multiple steps.

[0046] In summary, the above mapping, smoothing, correction, and rhythm coordination processes must be repeatedly repeated to obtain the desired result. ; Then This will also affect the actual acceleration. With jerk ; After each control cycle, the comfort margin δ(t) is calculated by comparing the "actual acceleration / jerk" with the "corrected acceleration / jerk". This δ(t) is then fed back into the planning of the next cycle to dynamically adjust the acceleration / jerk limit, so that the actual motion is always kept within the comfort boundary, thus forming a closed-loop adaptive control system.

[0047] Through the above steps, the experiment calibrates the comfort acceleration and comfort jerk under load, and constructs a load-comfort mapping model based on real-time scaling according to the load coefficient, ensuring that the impact generated under different loads is within the human comfort range. Next, low-pass filtering is applied to the acceleration / jerk limits to achieve a smooth transition from sudden load changes, with a longer filtering time during acceleration and a shorter time during deceleration to avoid abrupt command changes. A comfort score is introduced to establish a closed-loop calibration based on audience feedback, and comfort benchmark parameters are adjusted online to achieve group-based adaptation. A rhythm factor is received, and an S-curve with jerk constraints is used to independently constrain acceleration and jerk, ensuring continuous speed, acceleration, and jerk throughout the entire process, fundamentally eliminating impact. Within a safe range, motion stimulation is temporarily enhanced to ensure performance rhythm coordination and meet artistic expression requirements. This method aims to provide a human-centered speed planning solution for stage equipment carrying audiences, significantly improving the physiological comfort and psychological immersion of the audience while ensuring safe equipment operation and considering the artistic expression of the performance. This invention pre-calibrates the comfort acceleration and comfort jerk under rated load through human experiments, and establishes a load-comfort threshold mapping model based on real-time scaling according to the load coefficient. It dynamically calculates the maximum allowable acceleration and maximum jerk based on the real-time load coefficient, ensuring that the inertial impact generated by the equipment movement is always below the comfort threshold of the human vestibular system. It employs a seven-segment S-shaped velocity curve with limited jerk, independently constraining acceleration and jerk to ensure continuous speed, acceleration, and jerk throughout the entire process, fundamentally eliminating mechanical shock. A load change smoothing transition mechanism is introduced, using asymmetric low-pass filtering on acceleration / jerk limits, with gradual changes during acceleration and rapid changes during deceleration to prevent abrupt speed command changes. A closed-loop calibration unit for audience feedback is set up, allowing online adjustment of comfort benchmark parameters via comfort button signals to achieve personalized / group adaptation. A performance rhythm coordination interface is configured to receive rhythm factors from the central control system, temporarily increasing the intensity of movement within safe limits to meet the dynamic requirements of the storyline. This method aims to provide a human-centered speed planning solution for stage equipment that carries audiences, significantly improving the audience's physiological comfort and psychological immersion while ensuring the safe operation of the equipment and taking into account the artistic expression of the performance.

Claims

1. An adaptive speed planning method for stage equipment, comprising the following steps: S1: Real-time acquisition of the total mass carried by the equipment, including the weight of the audience, calculation of the load coefficient, and acquisition of the load-comfort threshold mapping model; S2: When the load factor undergoes a rapid change, i.e. a step change, the acceleration and jerk are subjected to asymmetric low-pass filtering to prevent speed command jumps. S3: Receive rhythm factors from the overall performance control system Within the safety limits, temporarily increase the performance rhythm scaling value of acceleration and jerk. S4: Update comfort state parameters and improve the S-shaped speed curve with limited acceleration.

2. The adaptive speed planning method for stage equipment according to claim 1, characterized in that: In step S1, the total mass carried by the equipment, including the weight of the audience, is acquired in real time, the load factor is calculated, and a mapping model of load-comfort threshold is obtained, including the following steps: S11: Collect pressure sensor values ​​installed under each seat to obtain the total mass of the platform, including the weight of the audience, in real time. Calculate the real-time load coefficient based on the ratio of the total platform mass to the rated load when fully occupied. ; S12: Real-time load factor Perform a first-order low-pass filter to obtain the smoothed load factor. In the control system, the recursive form of this filter is: ； in The load factor after filtering in the kth sampling period discrete sampled values This represents the original discrete load coefficient for the k-th sampling period; Here are the filter coefficients; k represents the continuous signal after filtering in the kth sampling period. Used for comfort mapping; discrete sequence Used for real-time recursive calculations; S13: Obtain the mapping model for load-comfort thresholds, as described below: ； in, Indicates comfort margin, , The actual acceleration and jerk are obtained from the encoder speed feedback during the current motion; A maximum acceleration mapping table that does not cause any inappropriate reactions from the audience under rated load; This table represents the maximum jerk mapping that does not cause any discomfort to the audience under rated load. It is the real-time load factor; This represents the maximum allowable acceleration after load change smoothing filtering; This represents the maximum allowable jerk after load mutation smoothing filtering.

3. The adaptive speed planning method for stage equipment according to claim 2, characterized in that: In step S13, it is necessary to pre-establish a comfort mapping table under rated load and statistically determine the maximum acceleration mapping table corresponding to the majority of audience members experiencing no discomfort. Maximum jerk mapping table The statistics involve varying degrees of individualization or group segmentation based on the sampled individuals, and an acceleration label mapping table is established according to the male-to-female ratio across different age groups. And accelerometer map Based on the current scenario load factor, calculate the allowable upper limit comfort boundary value, i.e. , ; in, It is the maximum allowable acceleration after load change smoothing filtering; Maximum permissible jerk after load mutation smoothing filter; This represents a function that shows the continuous change of the load factor over time after filtering.

4. The adaptive speed planning method for stage equipment according to claim 1, characterized in that: In step S2, when the load factor undergoes a step change, the comfort margin is defined. Decision correction factor ,in, To correct the strength coefficient; when If the values ​​are too low, the limits for acceleration and jerk need to be reduced, which means the maximum allowable acceleration limit for the current cycle needs to be lowered. And the maximum allowable jerk limit for the current cycle. ; The correction factor is used to correct for acceleration and jerk, and the final limit values ​​for acceleration and jerk are as follows: , ; This represents the maximum allowable acceleration after load change smoothing filtering; This indicates the maximum permissible jerk after load change smoothing filtering; Based on the upper and lower physical limits of the equipment design, we can conclude that: , ； This formula represents the calculation of a. max (t) Forced restriction on [a] min , a des Within the interval; and Forced restrictions on [ Within the interval; , These are the minimum values ​​of acceleration and jerk required to ensure basic motor skills, respectively. , These are the allowable acceleration and maximum jerk of the equipment's mechanical structure, respectively. This refers to limiting the value to a specified range; when the load coefficient changes abruptly, the acceleration and jerk can be subjected to asymmetric low-pass filtering to smooth the data.

5. The adaptive speed planning method for stage equipment according to claim 1, characterized in that: In step S3, the rhythm factor is received from the overall performance control system. Temporarily increasing the scaling values ​​of acceleration and jerk within safe limits includes the following steps: S31: Receive rhythm factors from the overall performance control system Adjust the performance effects based on the currently obtained speed. The effective acceleration and jerk constraints ultimately used for planning are as follows: , ; in, This represents the acceleration after scaling due to the performance rhythm factor; This indicates the accelerometer after scaling due to the performance rhythm factor; , These represent the final limit values ​​for acceleration and jerk, respectively. , These are the allowable acceleration and maximum jerk of the equipment's mechanical structure, respectively. This represents the maximum allowable acceleration after load change smoothing filtering; This indicates the maximum permissible jerk after load change smoothing filtering; S32: Adjust the weight of jerk in the objective function in real time. ,Right now ;in Basic weights For feedback gain; t represents time. Indicates comfort margin; S33: Let the target position be... Current actual location speed acceleration Maximum speed So the safe maximum speed is The safety acceleration to be used is ; in, Indicates the target location and the distance the seat carriage needs to move; This represents the acceleration after scaling due to the performance rhythm factor; This indicates the accelerometer after scaling due to the performance rhythm factor.

6. The adaptive speed planning method for stage equipment according to claim 1, characterized in that: In step S4, the S-shaped velocity curve improvement with limited acceleration is performed, which requires considering the difference between the current velocity and the target velocity, and the current acceleration and... By comparing the remaining displacement and determining the current stage of motion, the recursive formula uses the standard S-shaped algorithm, and the acceleration employs a safety jerk. Calculate its acceleration , The same applies to other stages; in, This refers to the new acceleration value emitted by the controller after one sampling period; This refers to the actual acceleration at this moment; This indicates the actual effective jerk limit for this period after weight reduction; This refers to the sampling period; It refers to the final maximum allowable acceleration, after mapping, smoothing, and rhythmic co-scaling. This represents the new speed value output by the controller after one sampling period Δt. This indicates the actual speed at this moment.

7. The adaptive speed planning method for stage equipment according to claim 6, characterized in that: Based on the actual acceleration feedback With jerk That is, the actual acceleration of the seat platform. and actual jerk and newly acquired , For comfort margin It performs real-time updates to obtain the actual comfort boundary, and its update formula is as follows: ; This represents the acceleration value after mapping, smoothing, and rhythm-coordinated output. This represents the jerk value after mapping, smoothing, and rhythmic co-output. By feeding δ(t) back into the planning of the next cycle, the acceleration / jerk limit is dynamically adjusted, so that the actual motion is always kept within the comfort boundary, thus forming a closed-loop adaptive control system.

8. The adaptive speed planning method for stage equipment according to claim 7, characterized in that: Actual acceleration of the seat platform and actual jerk It is obtained from an encoder, which is installed on the end of the drive motor shaft.

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