High-Velocity Motion Planning for Overshoot-Free Positioning
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Solution Overview
Problem
Conventional high-velocity motion planning methods struggle to achieve high-accuracy positioning without overshooting or inertial oscillation, leading to potential damage and reduced efficiency in manufacturing and machining processes.
Innovation Solution
A driving planning method that divides the motion into two stages: a high-velocity, high-acceleration first stage followed by a low-velocity, low-acceleration S-shaped curve second stage, with a planned interval between stages to avoid overshooting and inertial oscillation, using iterative optimization to determine optimal parameters.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Productivity
If direct one-time driving from initial point to target point is adopted, then motion efficiency is improved, but positioning overshooting and inertial oscillation occur causing target damage
Solution Approach 1:
The motion process is divided into two distinct stages: a first driving stage for high-velocity and high-acceleration motion from initial point to intermediate point, and a second driving stage for dynamic low-velocity and low-acceleration S-shaped curve motion from intermediate point to target point. This segmentation allows each stage to optimize for its specific function, resolving the contradiction between speed and positioning accuracy.
Solution Approach 2:
The first driving stage performs preliminary high-velocity motion to cover the majority of the displacement quickly, establishing an intermediate position that accounts for predicted overshoot. The second driving stage then performs preliminary deceleration and fine positioning using S-shaped curve, ensuring accurate final positioning without impact damage.
2Speed
If high-velocity and high-acceleration motion is adopted, then operation speed is improved, but inertial impact causes positioning overshooting
Solution Approach 1:
The velocity profile is segmented into two phases: high velocity in the first driving stage and low velocity in the second driving stage. This allows the system to achieve high average speed while ensuring low velocity during the critical final positioning phase, preventing overshooting and maintaining precision.
Solution Approach 2:
The second driving stage uses a dynamic S-shaped curve with continuously varying velocity and acceleration, adjusting parameters in real-time based on system state. This dynamic approach smoothly transitions from high velocity to zero velocity, eliminating sudden changes that cause inertial overshooting while maintaining overall high speed performance.
3Stability of the object's composition
If S-shaped curve method with restricted maximum acceleration and velocity is adopted, then motion curve smoothness is improved, but inertial oscillation attenuation time is prolonged
Solution Approach 1:
The first driving stage performs preliminary high-acceleration motion to cover most displacement quickly, establishing an intermediate position that anticipates the final approach requirements. This preliminary action allows the second stage to use gentler S-shaped curves with shorter attenuation times, rather than requiring the entire motion to follow a slow, smooth curve.
Solution Approach 2:
The S-shaped curve in the second driving stage uses dynamic parameters that adapt to real-time system state, with continuously varying acceleration and jerk profiles. This dynamic adjustment optimizes the balance between smoothness and speed, achieving curve continuity while minimizing oscillation attenuation time through real-time parameter optimization.
4Speed
If trapezoidal curve method is adopted, then velocity consideration is improved, but sudden acceleration jump or jitter phenomenon occurs
Solution Approach 1:
The second driving stage employs a dynamic S-shaped curve where acceleration, velocity, and position are continuously optimized based on real-time system state. This dynamic approach replaces the static trapezoidal curve's sudden acceleration jumps with smooth, continuously varying acceleration profiles, eliminating jitter while maintaining velocity control effectiveness.
Solution Approach 2:
The S-shaped curve introduces continuous curvature in the velocity and acceleration profiles, replacing the linear, angular transitions of the trapezoidal curve. This curvature ensures that all derivatives of position (velocity, acceleration, jerk) are continuous throughout the motion, eliminating sudden jumps and jitter phenomena while maintaining effective velocity control.
Data Source
AI summary
Provided is a driving planning method for a high-velocity motion mechanism, and the driving planning method comprises planning a first driving stage and a second driving stage which are continuous according to a maximum overshoot and an oscillation duration of inertial oscillation, the first driving stage being a high-velocity and high-acceleration motion driving stage; and the second driving stage being a dynamic low-velocity and low-acceleration S-shaped curve driving stage. According to the invention, a rapid motion is still achieved in the first driving stage, which ensures high efficiency of a motion process; a certain interval is set, which avoids overshooting and continuous oscillation at a positioning target generated by a high-velocity and large-inertia motion, and avoids the positioning target from being impacted or damaged by the motion mechanism.