Servo drive-based car active leveling control system and method

Abstract

The present application relates to the field of intelligent manufacturing and automation control technology, and particularly relates to a kind of car active leveling control system and method based on servo drive, comprising: environmental disturbance detection module is arranged in the outside of car to real-time acquisition wind speed and wind direction signal;Attitude detection module is arranged in the bottom of car, and the inclination sensor is used to real-time acquisition car's inclination deflection signal, control module is connected with the above-mentioned detection module, for calculating feedforward compensation torque in real time according to wind speed and wind direction signal, and inclination deflection signal is compared with preset horizontal threshold to calculate feedback compensation torque, and then feedforward and feedback compensation torque are superimposed to generate composite drive torque instruction in real time, and execution module includes servo motor, and its power output end is connected with suspension shaft transmission, and drive suspension shaft rotates based on drive torque instruction, to offset the deflection trend of car.The present application realizes high-precision, low-delay active attitude smooth control.

Description

Technical Field

[0001] This invention relates to the field of intelligent manufacturing and automation control technology, specifically to a servo-driven active leveling control system and method for car. Background Technology

[0002] With the continuous development of high-end intelligent equipment and large-scale high-altitude transportation facilities, such as large Ferris wheels, high-altitude observation cableways, and special suspended transport cabins, the attitude stability and operational safety of suspended cabins in complex operating environments have become a focus of industry attention. For the aforementioned suspended systems, maintaining the absolute level of the cabin is a core technical indicator for ensuring the safe and stable operation of the equipment and improving the load-bearing capacity of personnel or cargo.

[0003] Traditional suspended car systems generally employ a passive gravity leveling scheme, which relies primarily on the car's own weight, bottom counterweights, and mechanical damping structures at the top suspension axle to maintain a level position. However, in actual operating scenarios, traditional passive leveling methods have the following obvious limitations and technical defects.

[0004] First, passive leveling systems have poor anti-interference capabilities. When the car faces irregular external wind loads, or when the overall center of gravity changes dynamically due to people moving around or cargo being unbalanced inside the car, the passive structure relying solely on gravity cannot generate an effective active intervention torque, causing the car to easily sway or tilt significantly.

[0005] Secondly, there is a lack of intelligent sensing and closed-loop feedback mechanisms. Existing mechanical suspension structures cannot acquire real-time data on the car's yaw attitude. When swaying occurs, the system mainly relies on physical friction or dampers for energy attenuation, resulting in a severely delayed response and long attitude recovery time. This lag not only significantly reduces passenger or vehicle comfort, but under extreme conditions, continuous low-frequency large-amplitude oscillations may even cause fatigue damage to the mechanical structure and serious safety hazards. Summary of the Invention

[0006] The purpose of this invention is to provide a servo-driven active leveling control system and method for a car, aiming to solve the technical defects of traditional passive gravity leveling schemes, such as poor anti-interference ability, serious response lag, and lack of intelligent perception and closed-loop feedback mechanism. This invention introduces a composite active control strategy that combines feedforward and feedback to achieve high-precision, low-latency, and active attitude stability control of the car when facing complex wind load disturbances and internal dynamic off-center loads.

[0007] To achieve the above objectives, a first aspect of the present invention provides a servo-driven active leveling control system for a car, applied to a car with a suspension shaft at the top, comprising:

[0008] An environmental disturbance detection module is installed outside the car, which is used to collect wind speed and wind direction signals in real time;

[0009] An attitude detection module, including a tilt sensor, is installed at the bottom of the car to collect the tilt deflection signal of the car in real time during the operation of the car.

[0010] The control module is communicatively connected to the environmental disturbance detection module and the attitude detection module. The control module calculates the feedforward compensation torque in real time to resist expected wind load disturbances based on the wind speed and wind direction signals. It compares the tilt deflection signal with a preset horizontal threshold. When the tilt deflection signal exceeds the preset horizontal threshold, it calculates the feedback compensation torque based on the deviation. When the tilt deflection signal does not exceed the preset horizontal threshold, the feedback compensation torque is zero. The control module then superimposes the feedforward compensation torque and the feedback compensation torque in real time to generate a composite drive torque command.

[0011] The system includes an execution module, which includes a servo motor. The control terminal of the servo motor is communicatively connected to the control module, and the power output terminal of the servo motor is drive-connected to the suspension shaft. The servo motor is used to drive the suspension shaft to rotate based on the drive torque command, so as to counteract the deflection tendency of the car.

[0012] Preferably, the control module includes: a feedforward calculation unit with a built-in disturbance feedforward compensation model, which calculates the feedforward compensation torque in real time based on the received wind speed and wind direction signals and the disturbance feedforward compensation model; a feedback calculation unit with a built-in preset horizontal threshold, which compares the received tilt deflection signal with the preset horizontal threshold in real time; calculates the feedback compensation torque based on the deviation between the two when the tilt deflection signal exceeds the preset horizontal threshold; and outputs a feedback compensation torque of zero value when the tilt deflection signal does not exceed the preset horizontal threshold; and a command synthesis unit, which is communicatively connected to both the feedforward calculation unit and the feedback calculation unit, and performs real-time superposition of the feedforward compensation torque and the feedback compensation torque to generate a composite drive torque command, which is then sent to the control terminal of the servo motor.

[0013] Preferably, the execution module also includes a reducer and a gear transmission assembly; the power output end of the servo motor is connected to the input end of the reducer, and the output end of the reducer is connected to the suspension shaft via the gear transmission assembly.

[0014] Preferably, the gear transmission assembly includes a driving gear and a driven large gear; the driving gear is coaxially mounted on the output end of the reducer; the driven large gear is coaxially sleeved and fixed on the suspension shaft, and the driving gear and the driven large gear mesh with each other.

[0015] Preferably, the execution module also includes a magnetic coupling; the magnetic coupling is coaxially connected between the power output end of the servo motor and the input end of the reducer, or connected between the output end of the reducer and the gear transmission assembly; the magnetic coupling has a preset maximum magnetic coupling torque, which is used to flexibly slip when the torque transmitted by the system exceeds the maximum magnetic coupling torque, so as to form a mechanical torque limit and prevent the reducer and servo motor from being overloaded and damaged.

[0016] Preferably, the servo-driven active leveling control system for the car also includes two sets of suspension arms and a drive mounting frame; the two sets of suspension arms are axially spaced and sleeved on the suspension shaft, and the lower end of the suspension arms is used to fix it to the top of the car; the drive mounting frame spans and is fixed between the two sets of suspension arms, and the servo motor and reducer are fixedly mounted on the drive mounting frame in a horizontal position, and the motor axis of the servo motor is parallel to the axis of the suspension shaft.

[0017] Preferably, the servo-driven active leveling control system for the car further includes a mechanical limit mechanism; the mechanical limit mechanism includes a moving limit member that rotates synchronously with the suspension shaft, and a static limit member fixedly installed on the suspension boom; the static limit member is located at the limit boundary of the forward and reverse rotation trajectory of the moving limit member, and is used to physically interfere with the moving limit member when the rotation angle of the suspension shaft reaches a preset limit safety angle, so as to limit the suspension shaft from continuing to rotate.

[0018] In a second aspect, the present invention provides a servo-driven active leveling control method for a car, applicable to a car with a suspension shaft at the top, comprising the following steps:

[0019] S1: Real-time acquisition of wind speed and wind direction signals outside the car, and real-time acquisition of tilt angle deflection signals at the bottom of the car during the car's operation;

[0020] S2: Calculate the feedforward compensation torque in real time to resist expected wind load disturbances based on the wind speed signal and the wind direction signal;

[0021] S3: Compare the tilt angle deflection signal with a preset horizontal threshold. When the tilt angle deflection signal exceeds the preset horizontal threshold, calculate the feedback compensation torque based on the deviation. When the tilt angle deflection signal does not exceed the preset horizontal threshold, the feedback compensation torque is zero.

[0022] S4: The feedforward compensation torque and the feedback compensation torque are superimposed in real time to generate a composite drive torque command;

[0023] S5: Control the servo motor to operate based on the drive torque command, so as to drive the suspension shaft to rotate and counteract the deflection tendency of the car.

[0024] Preferably, step S2 specifically includes: retrieving a preset disturbance feedforward compensation model, inputting the real-time collected wind speed and wind direction signals into the disturbance feedforward compensation model for calculation, and outputting the feedforward compensation torque.

[0025] Preferably, in step S5, the torque output by the servo motor is transmitted to the suspension shaft in sequence through the reducer and the gear transmission assembly. A magnetic coupling is connected in series between the power output end of the servo motor and the input end of the reducer, or between the output end of the reducer and the gear transmission assembly.

[0026] Step S5 also includes an overload protection step based on the magnetic coupling: during torque transmission, when the torque transmitted by the system exceeds the maximum magnetic coupling torque preset by the magnetic coupling, the magnetic coupling undergoes flexible slippage to cut off or weaken the torque transmission and form a mechanical torque limit.

[0027] Through the above technical solution, the present invention achieves the following technical effects:

[0028] According to the present invention, this servo-driven active leveling control system for a car acquires wind speed and direction signals in real time by deploying an environmental disturbance detection module outside the car, and calculates the feedforward compensation torque in advance. This allows for proactive defense before significant deflection of the car due to wind load impacts, greatly improving the system's anti-interference capability and response speed in the face of complex external weather conditions. Simultaneously, to address dynamic changes in the center of gravity caused by personnel movement or uneven loading of materials inside the car, the system utilizes a bottom-mounted attitude detection module to construct a high-precision closed-loop feedback mechanism. When the tilt angle deflection exceeds a preset threshold, it can quickly calculate the feedback compensation torque and drive the servo motor for precise correction, completely solving the problem of lag in attitude recovery in traditional methods. Based on this, the control module superimposes the feedforward and feedback compensation torques in real time to generate a composite drive command, achieving both rapid active disturbance rejection and ensuring the final steady-state leveling accuracy. Furthermore, the system cleverly incorporates a horizontal threshold mechanism; when the deflection is within a safe range, the feedback torque returns to zero, effectively preventing frequent and ineffective start-stop of the servo motor due to minor vibrations, thus reducing system energy consumption and hardware wear while ensuring safety. Ultimately, by applying efficient active intervention torque directly to the suspension shaft via the servo motor, this system fundamentally eliminates the continuous low-frequency large-amplitude oscillations of the car under extreme conditions. This not only significantly improves the stability and ride comfort during transportation but also effectively avoids fatigue damage to the suspension mechanical structure caused by long-term alternating stress, greatly extending the service life of the equipment and ensuring the safe operation of high-altitude transportation facilities. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of a servo-driven active leveling control system for a car, as described in an embodiment of the present invention.

[0030] Figure 2 This is a schematic diagram of the assembly structure of the execution module in an embodiment of the present invention.

[0031] Figure 3 This is a schematic diagram of the assembly structure of the mechanical limiting mechanism in an embodiment of the present invention.

[0032] Figure 4 yes Figure 1 A magnified schematic diagram of the structure at point A in the middle.

[0033] Figure 5 This is a block diagram of the internal logic structure of the control module in an embodiment of the present invention.

[0034] Figure 6 This is a flowchart illustrating a servo-driven active leveling control method for a car according to an embodiment of the present invention.

[0035] Reference numerals: 1. Car; 2. Suspension shaft; 3. Suspension boom; 4. Drive mounting bracket; 5. Environmental disturbance detection module; 6. Attitude detection module; 7. Control module; 8. Execution module; 9. Mechanical limit mechanism; 61. Tilt sensor; 71. Feedforward calculation unit; 72. Feedback calculation unit; 73. Command synthesis unit; 81. Servo motor; 82. Reducer; 83. Gear transmission assembly; 84. Magnetic coupling; 831. Drive gear; 832. Driven large gear; 91. Moving limit component; 92. Static limit component. Detailed Implementation

[0036] The specific embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0037] This embodiment provides a servo-driven active leveling control system for a car. This system is mainly applied to cars 1 with a suspended pivot 2 at the top, such as large Ferris wheels, high-altitude observation cableways, and special suspended transport cabins. To achieve absolute leveling of the car 1 in complex high-altitude environments, the system incorporates a deep coupling design in both mechanical structure and electrical control.

[0038] In terms of the mechanical structure, this system includes two sets of suspension booms 3 and a drive mounting frame 4. The two sets of suspension booms 3 are axially spaced and sleeved onto the suspension shaft 2. This sleeved connection typically uses high-strength self-lubricating bearings or rolling bearings to ensure smooth relative oscillation of the car 1 relative to the suspension shaft 2. The lower ends of the suspension booms 3 are rigidly fixed to the top roof structure of the car 1 using high-strength bolts or welding. The drive mounting frame 4, serving as the load-bearing base for the power components, spans and is fixed between the two sets of suspension booms 3. It not only enhances the structural rigidity of the overall suspension structure but also provides a stable mounting platform for subsequent power actuators.

[0039] Based on the aforementioned mechanical framework, the system is equipped with a comprehensive sensing network. Specifically, the system includes an environmental disturbance detection module 5 deployed outside the car 1 and an attitude detection module 6 deployed at the bottom of the car 1. The environmental disturbance detection module 5 is preferably installed on the outer edge of the top of the car 1 or on the outer side of the suspension boom 3. It integrates a high-precision three-dimensional ultrasonic anemometer and wind vane for real-time, high-frequency acquisition of external wind speed and direction signals at the location of the car. The non-contact measurement method effectively avoids the problem of mechanical anemometers easily icing or jamming in harsh weather conditions.

[0040] The attitude detection module 6 includes a tilt sensor 61, which is rigidly fixed to the bottom of the car 1 and is used to collect the tilt angle deflection signal of the car 1 relative to the direction of absolute gravity in real time during the operation of the car 1. In order to filter out high-frequency noise interference caused by minor vibrations of the car body, the tilt sensor 61 can integrate a Kalman filter algorithm to output a smooth and realistic low-frequency tilt angle deflection signal.

[0041] The control module 7 is deployed in the electrical control cabinet on the car 1, and is connected to the environmental disturbance detection module 5 and the attitude detection module 6 via CAN bus or RS485 communication protocol for industrial-grade high-speed communication. The control module 7 uses a PLC or DSP controller as its hardware carrier, and its internal logic is divided into a feedforward calculation unit 71, a feedback calculation unit 72, and an instruction synthesis unit 73.

[0042] During system operation, the feedforward calculation unit 71 has a pre-calibrated disturbance feedforward compensation model built in, which is constructed based on fluid dynamics principles and the aerodynamic characteristics of the car. After receiving wind speed and wind direction signals, the feedforward calculation unit 71 calculates the feedforward compensation torque in real time to resist the expected wind load disturbance.

[0043] The built-in disturbance feedforward compensation model in the control module is essentially an aerodynamic wind load torque mapping algorithm. The control module receives wind speed and direction signals collected by the environmental disturbance detection module, calculates the external disturbance torque caused by the wind load on the car in real time, and converts it into the output torque of the servo motor.

[0044] Specifically, the calculation model formula for the feedforward compensation torque is as follows:

[0045]

[0046] The physical meanings of each parameter are as follows: This indicates the feedforward compensation torque that the servo motor needs to output; Represents the air density constant (usually taken as...). (This can be preset and corrected based on the equipment's operating altitude); This indicates the wind speed signal collected in real time by the environmental disturbance detection module; This represents the aerodynamic drag coefficient of the car, which is determined by the external geometry of the car and can be calibrated in advance through wind tunnel testing or fluid dynamics (CFD) simulation and preset in the control module; Indicates the angle of the car in the current wind direction. Effective windward projected area, wind direction angle Provided in real time by the environmental disturbance detection module; It represents the length of the vertical lever arm from the equivalent center of wind load (center of wind pressure) to the center line of the suspension shaft; This indicates the overall transmission ratio of the speed reducer and gear transmission assembly; This indicates the overall mechanical transmission efficiency of the execution module.

[0047] The above model shows that the disturbance moment generated by wind load is related to wind speed. It is proportional to the square of the y-axis. The control module can calculate the theoretically required feedforward compensation torque to counteract the gust of wind the instant before the car physically tilts, based on the above formula. And drive the servo motor to exert force instantly.

[0048] Furthermore, in order to improve the computing efficiency of industrial controllers and the real-time response speed of the system:

[0049] In practical engineering applications, considering that control modules such as PLCs or microcontrollers consume a lot of computing power when performing complex floating-point and trigonometric function operations during high-frequency control cycles, the disturbance feedforward compensation model can be represented in the form of a multi-dimensional data lookup table in the control module.

[0050] In other words, based on the aforementioned aerodynamic formulas, the theoretical values ​​of the feedforward compensation torque for different wind speed ranges and wind direction angle combinations are calculated in advance and compiled into a two-dimensional data matrix stored in the control module's memory. During actual operation, the control module only needs to use the real-time acquired wind speed and wind direction signals as addressing indexes, directly look up the table, and perform linear interpolation calculations to rapidly obtain the required feedforward compensation torque within milliseconds. This minimizes the computational delay of the feedforward channel.

[0051] The feedback calculation unit 72 has a built-in preset horizontal threshold, for example, a small angle between 0.5° and 1.0°. This feedback calculation unit 72 compares the received tilt angle deflection signal with this preset horizontal threshold in real time. When the tilt angle deflection signal exceeds the preset horizontal threshold, the unit quickly intervenes and calculates the feedback compensation torque based on the deviation between the two using a classic PID control algorithm or a fuzzy control algorithm.

[0052]

[0053] In the above formula, To provide feedback and compensation torque, This is the difference between the actual tilt angle deflection signal and the horizontal reference. , , These are the proportional, integral, and derivative coefficients, respectively. When the tilt angle deflection signal does not exceed the preset horizontal threshold, to prevent the actuator from experiencing frequent invalid jitter due to extremely small measurement fluctuations or swaying within the allowable error, the feedback calculation unit 72 outputs a feedback compensation torque with a strictly zero value.

[0054] The instruction synthesis unit 73 performs real-time linear superposition of the feedforward compensation torque and the feedback compensation torque from the two channels mentioned above. The final composite drive torque command is generated and converted into a standard voltage or current signal, which is then sent to the driver of the lower-level execution module.

[0055] At the power execution level, the system is equipped with a highly reliable execution module 8. This module 8 includes a servo motor 81, a reducer 82, a gear transmission assembly 83, and a magnetic coupling 84. The servo motor 81 and reducer 82 are horizontally mounted on the aforementioned drive mounting bracket 4, with the motor axis of the servo motor 81 parallel to the axis of the suspension shaft 2. The control terminal of the servo motor 81 is communicatively connected to the control module 7 for accurately receiving drive torque commands.

[0056] To achieve smooth power amplification and transmission, a magnetic coupling 84 is coaxially connected between the power output end of the servo motor 81 and the input end of the reducer 82. The magnetic coupling 84 has a factory-preset maximum magnetic coupling torque. When the system is operating normally and the transmitted torque does not exceed the limit, its inner and outer rotors are in a magnetically synchronized locked state. Once an extreme strong wind causes a sudden and powerful impact, resulting in the torque that the system needs to transmit exceeding the maximum magnetic coupling torque, the inner and outer rotors of the magnetic coupling 84 will break the magnetic balance and undergo flexible slippage, thereby instantly cutting off the rigid power transmission and forming a purely mechanical torque limit, completely preventing the gears inside the reducer 82 from breaking and the stator and rotor of the servo motor 81 from overload and burning out.

[0057] The power, after being reduced in speed and increased in torque by the reducer 82, is transmitted to the drive gear 831, which is coaxially mounted at its output end. The drive gear 831 meshes with the driven gear 832, which is coaxially sleeved and fixed to the suspension shaft 2 by a keyway, thereby driving the suspension shaft 2 to rotate at a corresponding angle. By applying a reverse compensating torque, the deflection tendency of the car 1 is precisely counteracted.

[0058] To establish the final safety barrier for the system, this embodiment of the invention also includes a mechanical limiting mechanism 9. This mechanical limiting mechanism 9 includes a moving limiting member 91 that rotates synchronously with the suspension shaft 2, and a static limiting member 92 that is fixedly welded or anchored to the suspension boom 3. The static limiting member 92 is precisely positioned at the extreme boundaries of the forward and reverse rotation trajectories of the moving limiting member 91, for example, corresponding to the mechanical limit position of a 15° tilt of the car.

[0059] During normal leveling operations, the two do not interfere with each other; however, when the electrical system experiences irreversible extreme paralysis or the rotation angle of the suspension shaft reaches the preset limit safety angle, the moving limit component 91 will rigidly and physically interfere with the static limit component 92, forcibly restricting the continued rotation of the suspension shaft 2 and preventing catastrophic accidents such as car overturning.

[0060] Based on the above hardware structure design, this embodiment further proposes a servo-driven active leveling control method for the car.

[0061] In step S1, after the system is powered on and completes the initialization self-test, the environmental disturbance detection module continuously and in real time collects the wind speed and wind direction signals outside the car, and the attitude detection module collects the tilt angle deflection signal at the bottom of the car in real time throughout the entire life cycle of the car's operation. All sensor data are uniformly integrated into the cache array of the central processing unit.

[0062] In step S2, the control system retrieves the preset disturbance feedforward compensation model, substitutes the wind speed and direction signals of the current frame into the aerodynamic equation for high-speed calculation, and thus outputs the feedforward compensation torque in advance before the external wind load forms a substantial mechanical deflection torque, thereby establishing the system's active disturbance rejection defense layer.

[0063] In step S3, the system synchronously and rigorously compares the filtered real-time tilt angle deflection signal with the preset horizontal threshold stored in the memory. If a person running inside the car causes a momentary shift in the center of gravity, resulting in the tilt angle exceeding the threshold, the system immediately calculates the required feedback compensation torque based on the magnitude and rate of change of the deviation using a PID controller. If the system is in a steady-state or perturbation state and does not exceed the threshold, the feedback compensation torque is directly set to zero, and the system enters a sleep suppression state to reduce system reactive power consumption.

[0064] In step S4, the controller uses its internal arithmetic logic unit to perform real-time vector superposition of the data from the feedforward channel and the feedback channel to generate a composite drive torque command that combines fast response and extremely high steady-state accuracy.

[0065] In step S5, the servo motor driver receives the composite command and applies precise current vector control to the motor winding. The torque output by the servo motor is smoothly transmitted to the suspension shaft through the magnetic coupling, reducer and gear transmission assembly in sequence, forcing the shaft to rotate in the opposite direction, thereby forcibly correcting the car's attitude to an absolute level.

[0066] During the execution of step S5, the magnetic coupling always acts as a mechanical fuse. Once it senses an abnormal reverse impact exceeding the maximum magnetic coupling torque, it immediately undergoes flexible slippage to cut off the transmission path and implement overload protection.

[0067] The servo-driven active leveling control system and method for a car proposed in this invention introduces an external environmental disturbance detection module and feedforward compensation control logic. This allows the servo motor to apply a compensating torque that cancels out the wind load the moment it acts on the car, or even before. This proactive feedforward intervention completely breaks the passive response mode of tilting first and then recovering under gravity, giving the system extremely strong resistance to wind load interference.

[0068] Secondly, addressing the problem of insufficient sensing and severely delayed response in existing technologies, this invention achieves millisecond-level response delay through a closed-loop superposition of a bottom high-frequency tilt sensor and PID feedback compensation torque. When the car experiences off-center loading due to material movement, the servo system directly outputs a rigid intervention torque, whose correction speed and accuracy are unmatched by traditional mechanical friction dampers.

[0069] Furthermore, the preset level threshold judgment mechanism creatively introduced in this control logic effectively overcomes the problem that high-sensitivity closed-loop systems are prone to high-frequency oscillations near the equilibrium point, allowing the motor to remain silent within a safe attitude range. This avoids wear on gear transmission components caused by frequent start-stop cycles over a long period, significantly reduces energy consumption, and effectively protects the suspension mechanical structure from fatigue damage caused by continuous alternating stress, thereby greatly improving ride comfort and equipment lifespan.

[0070] In practical industrial deployments, those skilled in the art can make equivalent substitutions or adaptive modifications to the above embodiments according to specific application scenarios. For example, in a heavy-duty observation cabin scenario with extremely high loads, the servo motor and reducer combination in the execution module can be replaced with a hydraulic motor system controlled by an electro-hydraulic servo valve to obtain greater low-speed torque output; at the same time, the gear transmission assembly can also be replaced with a large-pitch heavy-duty sprocket and chain transmission assembly according to the needs of the spatial layout. In addition, the single tilt sensor in the attitude detection module can also be upgraded to a six-axis IMU inertial measurement unit including a three-axis gyroscope and a three-axis accelerometer, to obtain more accurate three-dimensional attitude data through multi-sensor data fusion algorithms.

[0071] This invention is not limited to the specific technical solutions described in the above embodiments. Besides the above embodiments, this invention may have other implementation methods. For those skilled in the art, any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this invention should be included within the protection scope of this invention.

Claims

1. A servo-driven active leveling control system for a car, applied to a car with a suspension shaft at the top, characterized in that, include: An environmental disturbance detection module is installed outside the car, which is used to collect wind speed and wind direction signals in real time; An attitude detection module, including a tilt sensor, is installed at the bottom of the car to collect the tilt deflection signal of the car in real time during the operation of the car. The control module is communicatively connected to the environmental disturbance detection module and the attitude detection module. The control module calculates the feedforward compensation torque in real time to resist expected wind load disturbances based on the wind speed and wind direction signals. It compares the tilt deflection signal with a preset horizontal threshold. When the tilt deflection signal exceeds the preset horizontal threshold, it calculates the feedback compensation torque based on the deviation. When the tilt deflection signal does not exceed the preset horizontal threshold, the feedback compensation torque is zero. The control module then superimposes the feedforward compensation torque and the feedback compensation torque in real time to generate a composite drive torque command. The system includes an execution module, which includes a servo motor. The control terminal of the servo motor is communicatively connected to the control module, and the power output terminal of the servo motor is drive-connected to the suspension shaft. The servo motor is used to drive the suspension shaft to rotate based on the drive torque command, so as to counteract the deflection tendency of the car.

2. The servo-driven active leveling control system for a car according to claim 1, characterized in that, The control module includes: A feedforward calculation unit with a built-in disturbance feedforward compensation model is used to calculate the feedforward compensation torque in real time based on the received wind speed signal and wind direction signal, combined with the disturbance feedforward compensation model. The system includes a built-in feedback calculation unit with a preset horizontal threshold. The feedback calculation unit is used to compare the received tilt angle deflection signal with the preset horizontal threshold in real time; and when the tilt angle deflection signal exceeds the preset horizontal threshold, it calculates the feedback compensation torque based on the deviation between the two; and when the tilt angle deflection signal does not exceed the preset horizontal threshold, it outputs the feedback compensation torque with a value of zero. The system includes an instruction synthesis unit, which is communicatively connected to the feedforward calculation unit and the feedback calculation unit. The instruction synthesis unit is used to superimpose the feedforward compensation torque and the feedback compensation torque in real time to generate a composite drive torque command, which is then sent to the control terminal of the servo motor.

3. The servo-driven active leveling control system for a car according to claim 1, characterized in that, The execution module also includes a speed reducer and a gear transmission assembly; The power output end of the servo motor is connected to the input end of the reducer, and the output end of the reducer is connected to the suspension shaft via the gear transmission assembly.

4. The servo-driven active leveling control system for a car according to claim 3, characterized in that, The gear transmission assembly includes a driving gear and a driven large gear; The drive gear is coaxially mounted on the output end of the reducer; The driven large gear is coaxially sleeved and fixed on the suspension shaft, and the driving gear meshes with the driven large gear.

5. The servo-driven active leveling control system for a car according to claim 3, characterized in that, The execution module also includes a magnetic coupling; The magnetic coupling is coaxially connected in series between the power output end of the servo motor and the input end of the reducer, or in series between the output end of the reducer and the gear transmission assembly. The magnetic coupling has a preset maximum magnetic coupling torque, which is used to flexibly slip when the torque transmitted by the system exceeds the maximum magnetic coupling torque, so as to form a mechanical torque limit and prevent the reducer and the servo motor from being overloaded and damaged.

6. The servo-driven active leveling control system for a car according to claim 3, characterized in that, It also includes two sets of suspension booms and drive mounting brackets; The two sets of suspension arms are axially spaced and sleeved on the suspension shaft, and the lower end of the suspension arms is used to be fixedly connected to the top of the car. The drive mounting bracket spans and is fixed between the two sets of suspension booms. The servo motor and the reducer are fixedly mounted on the drive mounting bracket in a horizontal position, and the motor axis of the servo motor is parallel to the axis of the suspension shaft.

7. The servo-driven active leveling control system for a car according to claim 6, characterized in that, It also includes mechanical limit mechanisms; The mechanical limiting mechanism includes a moving limiting component that rotates synchronously with the suspension shaft, and a static limiting component that is fixedly mounted on the suspension boom. The static limiter is located at the limit boundary of the forward and reverse rotation trajectory of the dynamic limiter. It is used to physically interfere with the dynamic limiter when the rotation angle of the suspension shaft reaches a preset limit safety angle, so as to limit the continued rotation of the suspension shaft.

8. A servo-driven active leveling control method for a car, applied to a car with a suspension shaft installed at the top, characterized in that, include: S1: Real-time acquisition of wind speed and wind direction signals outside the car, and real-time acquisition of tilt angle deflection signals at the bottom of the car during the car's operation; S2: Calculate the feedforward compensation torque in real time to resist expected wind load disturbances based on the wind speed signal and the wind direction signal; S3: Compare the tilt angle deflection signal with a preset horizontal threshold. When the tilt angle deflection signal exceeds the preset horizontal threshold, calculate the feedback compensation torque based on the deviation. When the tilt angle deflection signal does not exceed the preset horizontal threshold, the feedback compensation torque is zero. S4: The feedforward compensation torque and the feedback compensation torque are superimposed in real time to generate a composite drive torque command; S5: Control the servo motor to operate based on the drive torque command, so as to drive the suspension shaft to rotate and counteract the deflection tendency of the car.

9. The servo-driven active leveling control method for a car according to claim 8, characterized in that, Step S2 specifically includes: The preset disturbance feedforward compensation model is retrieved, and the real-time collected wind speed signal and wind direction signal are input into the disturbance feedforward compensation model for calculation, and the feedforward compensation torque is output.

10. The servo-driven active leveling control method for a car according to claim 8, characterized in that, In step S5, the torque output by the servo motor is transmitted to the suspension shaft in sequence through the reducer and the gear transmission assembly. A magnetic coupling is connected in series between the power output end of the servo motor and the input end of the reducer, or between the output end of the reducer and the gear transmission assembly. Step S5 also includes an overload protection step based on the magnetic coupling: during torque transmission, when the torque transmitted by the system exceeds the preset maximum magnetic coupling torque of the magnetic coupling, the magnetic coupling undergoes flexible slippage to cut off or weaken the torque transmission and form a mechanical torque limit.

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