CN117192977A - Double-shaft synchronous control method and system based on improved cross coupling - Google Patents
Double-shaft synchronous control method and system based on improved cross coupling Download PDFInfo
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Abstract
The invention provides a double-shaft synchronous control method and a system based on improved cross coupling, wherein the method comprises the following steps: calculating synchronous error compensation coefficients of all the shafts according to real-time load conditions and speed synchronous coefficients of all the shafts, and carrying out synchronous error compensation on all the shafts according to the real-time synchronous error compensation coefficients; and calculating the following errors of the shafts, judging whether the speed control output quantity after the following error compensation exceeds the maximum amplitude of the speed control output quantity, and determining whether to use the synchronous error compensation result to limit the speed control output quantity according to the judging result. On the basis of traditional cross coupling synchronous control, the following error anti-saturation design and the synchronous error compensation coefficient self-adjusting design are introduced, a cross coupling synchronous control strategy after strategy improvement is provided, the synchronous control performance is improved, and the compensation effect is optimized.
Description
Technical Field
The invention relates to the technical field of automatic control, in particular to a double-shaft synchronous control method, a system, electronic equipment and a storage medium based on improved cross coupling.
Background
The control performance and energy conversion efficiency of the AGV trolley in straight running and turning are directly determined by the AGV double-shaft synchronous control performance. Under the conditions of asymmetric load and different speed, the two shafts of the AGV trolley have different speed responsivity, and under the mutually independent control of the two shafts, the synchronous responsivity of the two shafts can be influenced, so that an AGV double-shaft synchronous control strategy based on improved cross coupling needs to be designed on the basis of PI control.
An AGV dual axis synchronization control system under a conventional cross-coupling synchronization control strategy is shown in FIG. 1. As shown in fig. 1, in the dual-axis synchronous control system based on the conventional cross-coupling synchronous control strategy, a single axis still adopts an error feedback control principle, and comprises a speed loop and a current loop. The main structure of the synchronization error calculation module is shown in fig. 2. After the synchronization error is calculated, the synchronization error is respectively compensated into each shaft control system, the compensation coefficient of a synchronization error compensation module in the traditional cross-coupling synchronization control strategy is 1, and the synchronization error is compensated and then is input into a speed PI controller together with the following error for calculation, so that the speed of each shaft is regulated. As shown in fig. 1, if the first speed of the shaft is greater than the second speed of the shaft, the synchronization error is greater than zero, the synchronization error fed back to the first system of the shaft and the following error are subtracted, so as to reduce the speed of the shaft, and the synchronization error fed back to the second system of the shaft and the following error are added, so as to improve the speed of the shaft, reduce the synchronization error between the two shafts by reducing the rotation speed of the high-speed shaft and improving the rotation speed of the low-speed shaft, and improve the synchronous control effect of the two shafts.
However, there are certain limitations to using conventional cross-coupling synchronization control strategies:
1. saturation phenomenon following error
The speed loop of the permanent magnet synchronous motor adopts PI control, namely proportional integral control, and the motor cannot be accelerated to the instruction rotating speed instantaneously in the starting stage, so that the following error in the starting stage is larger, and if the following error is overlarge due to maximum output amplitude limitation of the speed PI controller, the following error outputs the maximum amplitude limitation value after being calculated by the speed PI controller, namely the saturation phenomenon of the speed loop occurs.
In the cross coupling synchronous control structure, the synchronous error is compensated to the speed ring and the following error, the rotation speed of the two shafts is regulated after the speed ring and the following error are calculated by the speed PI controller, no matter how large the synchronous error value is, the output of the speed PI controllers of the two shafts is the maximum value after the operation of the speed PI controller, and the speed regulation effect of the two shafts cannot be achieved through the synchronous error. Different from machining scenes such as numerical control machine tool machining, AGV dolly is often loaded and started in the start-up process, and under the influence of load, diaxon speed response is worse, leads to the speed saturation phenomenon to produce the time longer in the start-up stage.
The biax synchronous performance of AGV dolly start stage can influence the whole accuracy that directly goes to turn of AGV dolly, and follows error saturation phenomenon and seriously influences the synchronous characteristic of start stage diaxon, needs to reduce the synchronous influence that follows error saturation and bring at start stage, improves synchronous error and adjusts the effect to the speed of diaxon.
2. Synchronization error compensation coefficient
The motion state of AGV trolley in the motion process has very big difference: on the one hand, the AGV dolly can receive external disturbance, because dolly structure restriction, ground roughness are inconsistent, lead to the external disturbance load that two axles received inconsistent. Under different load conditions, the response characteristics of the two shaft speeds are different, and in actual conditions, the response of a motor system is fast under a light load condition, and the response of the motor system is slower under a heavy load condition; on the other hand, the AGV trolley can have two motion states of straight running and turning in the motion process, and the two motion states are reflected to the aspect of control of two shafts, and are reflected to the complete synchronization of the two shafts and the proportional synchronization of the two shafts.
In the traditional cross coupling synchronous control strategy, the synchronous error compensation coefficients of the two shafts are 1, and the synchronous error compensation effects of the two shafts can be greatly different under different load conditions and different speeds, so that the regulating effect of the synchronous error on the two shafts can not be fully exerted. In order to further exert the synchronous error compensation effect, the disturbance condition and the speed condition received in the moving process of the AGV trolley are comprehensively considered, and a better synchronous error compensation coefficient is designed for each shaft.
In view of this, there is a need to devise an improved cross-coupled dual-axis synchronous control strategy to overcome the above-mentioned problems.
Disclosure of Invention
Aiming at the technical problems in the prior art, the invention provides a double-shaft synchronous control method, a double-shaft synchronous control system, electronic equipment and a storage medium based on improved cross coupling, introduces a following error anti-saturation design and a synchronous error compensation coefficient self-adjusting design on the basis of traditional cross coupling synchronous control, and provides a cross coupling synchronous control strategy after strategy improvement, so that the synchronous control performance is improved, and the compensation effect is optimized.
According to a first aspect of the present invention, there is provided a biaxial synchronous control method based on improved cross coupling, comprising:
calculating synchronous error compensation coefficients of all the shafts according to real-time load conditions and speed synchronous coefficients of all the shafts, and carrying out synchronous error compensation on all the shafts according to the real-time synchronous error compensation coefficients;
and calculating the following errors of the shafts, judging whether the speed control output quantity after the following error compensation exceeds the maximum amplitude of the speed control output quantity, and determining whether to use the synchronous error compensation result to limit the speed control output quantity according to the judging result.
On the basis of the technical scheme, the invention can also make the following improvements.
Optionally, the calculating the synchronization error compensation coefficient of each shaft according to the real-time load condition of each shaft and the speed synchronization coefficient includes:
acquiring a speed synchronization coefficient of each shaft according to a speed control instruction of the system, and acquiring a synchronization error proportionality coefficient of each shaft according to the speed synchronization coefficient;
acquiring real-time load current of each shaft, wherein the load current is q-axis current corresponding to each shaft motor;
and calculating the synchronous error compensation coefficient of each shaft according to the synchronous error proportional coefficient of each shaft and the real-time load current of each shaft.
Optionally, the obtaining the speed synchronization coefficient of each shaft according to the speed control instruction of the system, and obtaining the synchronization error proportionality coefficient of each shaft according to the speed synchronization coefficient includes:
acquiring system speed control command signal as omega ref (t) defining an axis speed command signal as ω ref1 (t) the shaft two-speed command signal is ω ref2 (t) an axis-velocity synchronization coefficient of lambda 1 The axis two-speed synchronization coefficient is lambda 2 The following relationship is satisfied:
ω ref1 (t)＝ω ref (t)·λ 1
ω ref2 (t)＝ω ref (t)·λ 2 ，
defining an axis synchronization error scale factor asThe synchronous error proportionality coefficient of the second shaft is +.>Then there are:
optionally, the synchronization error compensation coefficient for each axis is calculated by:
wherein P is 1 (t) and P 2 (t) the synchronous error compensation coefficients of the first axis and the second axis when the load condition is not considered, a is a preset basic compensation coefficient value, i q1 (t) Motor q-axis current, i q2 (t) Motor q-axis current, K, as axis two 1 (t) is an axis synchronization error compensation coefficient, K, taking into account the load situation 2 And (t) is an axis two synchronization error compensation coefficient considering the load condition.
Optionally, the calculating the following error of each axis includes:
acquiring real-time rotation speed omega of shaft 1 (t) real-time rotation speed omega of the shaft II 2 (t) calculating the following relation to obtain the following error of the axis e 1 (t) and an axis two following error of e 2 (t)：
e 1 (t)＝ω ref1 (t)-ω 1 (t)
e 2 (t)＝ω ref2 (t)-ω 2 (t)，
Wherein the shaft speed command signal is omega ref1 (t) and the shaft two-speed command signal are ω ref2 (t) is obtained by a system speed control command.
Optionally, the determining whether the speed control output quantity after error compensation exceeds the maximum amplitude of the speed control output quantity, determining whether to use the synchronous error compensation result to limit the speed control output quantity according to the determination result, includes:
follow-up error e of axis one 1 (t) and Axis two following error e 2 (t) respectively inputting the following error speed PI controllers to obtain a shaft-following error speed control output quantity i qout1 And an output i of the second follow-up error speed control qout2 ；
Controlling output quantity i by shaft-following error speed qout1 And an output i of the second follow-up error speed control qout2 Respectively with the maximum amplitude i of the speed control output quantity qoutmax Comparison:
if i qout1 ＜i qoutmax ，i qout2 ＜i qoutmax The output quantity i is controlled by the speed of the first follow-up error of the shaft qout1 Speed control output i as axis one q1 * Controlling output quantity i by using speed of following error of second axis qout2 Speed control output i as axis two q2 * ；
If i qout1 ≥i qoutmax Or i qout2 ≥i qoutmax Then the synchronization error Δe (t) for axis one and axis two is calculated according to the following equation:
wherein lambda is 1 Is an axis speed synchronization coefficient lambda 2 Lambda is the axis two-speed synchronization coefficient 1 And lambda (lambda) 2 Acquiring through a system speed control instruction;
inputting the synchronous error delta e (t) of the first shaft and the second shaft into a synchronous error speed PI controller to obtain a shaft synchronous error speed control output quantity i qoute1 Output i is controlled by synchronous error speed of two axes qoute2 The output i is controlled by the speed of the first shaft q1 * And a speed control output i of the second shaft q2 * And (3) performing amplitude limiting output:
according to a second aspect of the present invention, there is provided a dual-axis synchronous control system based on improved cross coupling, comprising:
the synchronous error compensation module is used for calculating synchronous error compensation coefficients of all the shafts according to real-time load conditions and speed synchronous coefficients of all the shafts and also used for carrying out synchronous error compensation on all the shafts according to the real-time synchronous error compensation coefficients;
the following error compensation module is used for calculating the following error of each shaft, judging whether the speed control output quantity after the following error compensation exceeds the maximum amplitude value of the speed control output quantity, and determining whether to use the synchronous error compensation result to limit the speed control output quantity according to the judging result.
According to a third aspect of the present invention, there is provided an electronic device comprising a memory, a processor for implementing the steps of the improved cross-coupling based dual-axis synchronization control method described above when executing a computer management class program stored in the memory.
According to a fourth aspect of the present invention, there is provided a computer readable storage medium having stored thereon a computer management class program which, when executed by a processor, implements the steps of the above-described improved cross-coupling based biaxial synchronization control method.
According to the double-shaft synchronous control method, the system, the electronic equipment and the storage medium based on improved cross coupling, in the on-load starting process of the AGV trolley, the following error saturation can limit the synchronous control error adjusting effect in the starting stage, and therefore a following error anti-saturation strategy is provided; in the running process of the AGV, under the working condition of load change and asymmetric load, the self-adjusting design of the synchronous error compensation coefficient is provided because the synchronous error compensation effect can be influenced by adopting the fixed synchronous error compensation coefficient. On the basis of traditional cross coupling synchronous control, the following error anti-saturation design and the synchronous error compensation coefficient self-adjusting design are introduced, a cross coupling synchronous control strategy after strategy improvement is provided, the synchronous control performance is improved, and the double-shaft synchronous compensation effect is optimized.
Drawings
FIG. 1 is a schematic diagram of an AGV dual-axis synchronous control system under a conventional cross-coupling synchronous control strategy;
FIG. 2 is a schematic diagram of a conventional cross-coupled synchronization control strategy synchronization error calculation module;
FIG. 3 is a schematic diagram of a dual-axis synchronous control strategy based on improved cross coupling according to the present invention;
FIG. 4 is a schematic diagram of an AGV dual-axis synchronization control system under the improved cross-coupling synchronization control strategy provided by the present invention;
FIG. 5 is a graph showing synchronization error contrast for different compensation coefficients;
FIGS. 6 to 9 are diagrams of simulation results of self-adjustment of the synchronization error compensation coefficient;
FIG. 10 is a schematic diagram of a following error anti-saturation design according to the present invention;
FIGS. 11 to 12 are graphs of the following error anti-saturation simulation results;
FIG. 13 is a simulation block diagram of an AGV dual-axis synchronous control system based on improved cross coupling;
FIGS. 14 to 17 are graphs showing simulation results of full synchronous control of straight-line speed;
FIG. 18 is a block diagram of a dual-axis synchronous control system based on improved cross coupling provided by the present invention;
fig. 19 is a schematic diagram of a possible hardware structure of an electronic device according to the present invention;
fig. 20 is a schematic hardware structure of a possible computer readable storage medium according to the present invention.
Detailed Description
The following describes in further detail the embodiments of the present invention with reference to the drawings and examples. The following examples are illustrative of the invention and are not intended to limit the scope of the invention.
First, with reference to fig. 1 and 2, the principle of the conventional two-axis synchronous control system for an AGV under the cross-coupling synchronous control strategy will be described.
Based on the conventional cross-coupling synchronous control strategy structure shown in fig. 1, the system speed command signal is defined as omega ref (t) defining the axis one and axis two speed command signals as ω, respectively ref1 (t)、ω ref2 (t) defining the synchronization coefficients of the first axis and the second axis as lambda respectively 1 、λ 2 The following relation is given:
ω ref1 (t)＝ω ref (t)·λ 1
ω ref2 (t)＝ω ref (t)·λ 2 。
defining real-time rotation speeds of a first shaft and a second shaft to be omega respectively 1 (t)、ω 2 (t) defining the following errors of the first axis and the second axis as e respectively 1 (t)、e 2 (t) then there is:
e 1 (t)＝ω ref1 (t)-ω 1 (t)
e 2 (t)＝ω ref2 (t)-ω 2 (t)。
define the synchronization error between axis one and axis two as Δe (t):
if the synchronization error of the first shaft and the second shaftApproaching zero, the following formula can be obtained:
from the above equation, it can be seen that the first and second axes are in proportional synchronous relationship, and if the first and second axes are identical in synchronization coefficient, the first and second axes are completely synchronized.
The biaxial synchronous control system based on the traditional cross coupling synchronous control strategy is constructed by combining the calculation formula, and the specific structure is shown in figure 1.
As shown in fig. 1, in the dual-axis synchronous control system based on the conventional cross-coupling synchronous control strategy, a single axis still adopts an error feedback control principle, and comprises a speed loop and a current loop. The main structure of the synchronization error calculation module is shown in fig. 2.
After the synchronization error is calculated, the synchronization error is respectively compensated into each shaft control system, the compensation coefficient of a synchronization error compensation module in the traditional cross-coupling synchronization control strategy is 1, and the synchronization error is compensated and then is input into a speed PI controller together with the following error for calculation, so that the speed of each shaft is regulated. For example, if the shaft speed is greater than the shaft second speed, the synchronization error is greater than zero, the synchronization error and the following error fed back to the shaft speed control system are subtracted, so that the regulation function of reducing the shaft first speed is achieved, the synchronization error and the following error fed back to the shaft second speed control system are added, the regulation function of improving the shaft second speed is achieved, the synchronization error between the two shafts is reduced by reducing the high-speed shaft rotating speed and improving the low-speed shaft rotating speed, and the synchronization control effect of the two shafts is improved.
Based on the reasons pointed out by the background technology, in the conventional cross coupling synchronous control strategy, in the on-load starting process of the AGV trolley, the following error saturation can limit the synchronous control error adjusting effect in the starting stage, and the following error saturation phenomenon exists; under the working conditions of different speeds and asymmetric loads, the AGV double shafts have different speed fluctuation, and if the same synchronous error compensation coefficient is adopted, the synchronous responsiveness of the double shafts can be influenced, and the synchronous error compensation effect is influenced. Accordingly, embodiments of the present invention provide a dual-axis synchronization control strategy based on improved cross-coupling as shown in fig. 3, to overcome the above-mentioned drawbacks of the conventional cross-coupling synchronization control strategy.
Referring to fig. 3 and fig. 4, the dual-axis synchronization control method based on improved cross coupling according to this embodiment includes:
calculating synchronous error compensation coefficients of all the shafts according to real-time load conditions and speed synchronous coefficients of all the shafts, and carrying out synchronous error compensation on all the shafts according to the real-time synchronous error compensation coefficients;
and calculating the following errors of the shafts, judging whether the speed control output quantity after the following error compensation exceeds the maximum amplitude of the speed control output quantity, and determining whether to use the synchronous error compensation result to limit the speed control output quantity according to the judging result.
It can be understood that the double shafts of the AGV have different speed fluctuation under the working conditions of different speeds and asymmetric loads, if the traditional cross coupling synchronous control strategy is adopted, namely the same synchronous error compensation coefficient is adopted, the double shaft synchronous responsiveness can be influenced, the self-adjusting design of the synchronous error compensation coefficient is provided for improving the double shaft synchronous error compensation effect of the AGV, the more excellent error compensation coefficient is calculated according to the conditions of the load and the speed proportion of each shaft, and the synchronous control performance in the moving process of the AGV is improved. In addition, when the AGV dolly is on-load to start, can produce longer speed PI controller saturation condition, traditional cross coupling controller can not guarantee the synchronous error regulation effect of start-up stage, has provided the anti saturation design of following error for this, promotes the synchronous error regulation effect of start-up stage, guarantees the biax synchronous control performance of AGV dolly start-up stage. On the whole, the invention introduces a following error anti-saturation design and a synchronous error compensation coefficient self-adjusting design on the basis of traditional cross coupling synchronous control, provides a cross coupling synchronous control strategy after strategy improvement, improves synchronous control performance and optimizes double-shaft synchronous compensation effect.
1. Self-adjusting design of synchronous error compensation coefficient
In the cross coupling synchronous control strategy, the compensation effect of the synchronous error on two shafts is influenced by three aspects of synchronous error compensation value, speed command and external load characteristics, and the self-adjusting scheme of the synchronous error compensation coefficient provided by the embodiment is mainly designed and improved from the three aspects.
1. Synchronization error compensation value impact analysis and improvement
In the cross-coupling synchronous control strategy, the synchronous error compensation values are different, the adjusting effects of the two shafts are different, the smaller the compensation value is, the smaller the synchronous error adjusting effect is, the larger the synchronous error between the two shafts is, the larger the compensation value is, the larger the synchronous error adjusting effect is, the smaller the synchronous error between the two shafts is, but the unstable system can be caused by the overlarge compensation value. The magnitude of the inter-axis synchronization error under different compensation coefficients is analyzed through simulation verification, the simulation result is shown in fig. 5, and when the basic compensation coefficient value a is set to 2, the inter-axis synchronization error is smaller and the system is relatively more stable as shown in fig. 5, so that the basic compensation coefficient value is set to 2 in the embodiment.
2. Speed command impact analysis and improvement
In the turning process of the AGV, the two shafts of the AGV are in proportional relation, the synchronous error output by the synchronous error calculation module is aimed at a system instruction, a speed synchronous coefficient proportional relation exists between the system instruction and the two shafts of the speed instruction, the synchronous error output by the synchronous error calculation module is different from the two shafts of the speed instruction in order of magnitude, and the compensated synchronous error needs to be processed first. To solve the problem, a synchronous error proportional coefficient is introducedThe synchronous error proportional coefficient takes the same value as the speed synchronous coefficient. Therefore, the speed synchronization coefficient of each shaft is required to be obtained according to the speed control instruction of the system, and the synchronization error proportional coefficient of each shaft is obtained according to the speed synchronization coefficient; the method specifically comprises the following steps:
acquiring system speed control command signal as omega ref (t) defining an axis speed command signal as ω ref1 (t) the shaft two-speed command signal is ω ref2 (t) an axis-velocity synchronization coefficient of lambda 1 The axis two-speed synchronization coefficient is lambda 2 The following relationship is satisfied:
ω ref1 (t)＝ω ref (t)·λ 1
ω ref2 (t)＝ω ref (t)·λ 2 ，
defining an axis synchronization error scale factor asThe synchronous error proportionality coefficient of the second shaft is +.>Then there are:
3. external load influence analysis and improvement
In the running process of the AGV trolley, the two shafts are different in load size and different in speed response characteristic, in actual conditions, the motor system is fast in response under the light-load working condition, and the motor system is slower in response under the heavy-load working condition, and the actual compensation effect of each shaft is different due to the fact that the same error compensation coefficient is adopted. By combining the motor electromagnetic torque equation, the proportional relation between the motor output torque and the q-axis current can be obtained, and the current load condition of the motor is reflected through the q-axis current, so that the larger the q-axis current is, the larger the load is, the smaller the q-axis current is, and the smaller the load is. Therefore, it is necessary to obtain real-time load current of each shaft of the AGV, where the load current is q-axis current corresponding to each shaft motor, for example, q-axis current i of motor of shaft one q1 (t) Motor q-axis current i of shaft two q2 (t)。
The motor shaft under the light load working condition has high speed responsiveness, the response characteristic of the motor is fully exerted, and larger synchronous errors are compensated, so that the motor shaft can quickly respond to the synchronous errors, and a larger compensation effect is achieved; the motor shaft under heavy load working condition has slow motor speed response, and small synchronous errors are compensated for by considering the weak compensation effect. Based on the traditional compensation coefficient, considering the influence of load characteristics, the specific compensation coefficient is designed as follows:
combining the three improvements of the synchronous error compensation value, the synchronous error proportion coefficient and the real-time load current of each shaft by combining the three considerations, wherein the synchronous error compensation coefficient self-adjusting final design is as follows, the synchronous error compensation coefficient of each shaft is calculated according to the synchronous error proportion coefficient of each shaft and the real-time load current of each shaft, and the calculation is carried out according to the following formula:
wherein P is 1 (t) and P 2 (t) the synchronous error compensation coefficients of the first and second axes when the load condition is not considered, a is a preset basic compensation coefficient value, in this embodiment a is 2, i q1 (t) Motor q-axis current, i q2 (t) Motor q-axis current, K, as axis two 1 (t) is an axis synchronization error compensation coefficient, K, taking into account the load situation 2 And (t) is an axis two synchronization error compensation coefficient considering the load condition.
The self-adjusting design of the synchronous error compensation coefficient is simulated and verified.
A synchronous error compensation coefficient self-adjusting design model is built in Simulink, the influence of synchronous error compensation coefficient self-adjusting design and a traditional compensation coefficient on synchronous error is compared, and the effectiveness of the provided improvement scheme is verified. The simulation compares the action and effects of different compensation coefficient structures under the control of two motions of speed complete synchronization and speed proportion synchronization.
In the simulation experiment, two experiments of load starting and sudden load are respectively carried out under two motion controls, and the load size is 1Nm. Under the condition of loaded starting, a load is applied to the first shaft during starting, and the second shaft is started in an idle mode; under sudden load, the first shaft is loaded at 0.5s, the second shaft is unloaded at 1.5s, and the second shaft is unloaded. Under the complete synchronous control of the speed, the first-axis speed command and the second-axis speed command are 600rpm step signals, under the synchronous control of the speed proportion, the first-axis speed synchronous coefficient is 2, the second-axis speed synchronous coefficient is 1, the first-axis speed command is 600rpm step signals, and the second-axis speed command is 300rpm step signals. Specific simulation waveforms are shown in fig. 6 to 9. Fig. 6 to 7 show simulation results of full synchronous control of the straight line-speed, fig. 6 shows comparison of synchronous errors under the condition of full synchronous-1 Nm-on-load of the straight line-speed, and fig. 7 shows comparison of synchronous errors under the condition of sudden load of the full synchronous-1 Nm-on-load of the straight line-speed.
It can be seen from fig. 6 to fig. 7 that under the control of the complete synchronous motion of the speed, the self-adjusting design of the compensation coefficient is adopted, the synchronous error is reduced by 32.7% at maximum under the starting of the load, and the synchronous error is reduced by 38.5% at maximum under the sudden load, thereby proving the effectiveness of the self-adjusting design of the compensation coefficient.
Fig. 8 to 9 show the results of the curve-speed proportional synchronous control simulation. Wherein, FIG. 8 is a comparison of the synchronization errors under the turning-speed ratio synchronization-1 Nm-load start, and FIG. 9 is a comparison of the synchronization errors under the turning-speed ratio synchronization-1 Nm-sudden load. As can be seen from fig. 8 to fig. 9, under the control of the speed proportional synchronous motion, the self-adjusting design of the synchronous error compensation coefficient is adopted, compared with the traditional synchronous error compensation coefficient, the synchronous error is maximally reduced by 37.6% under the on-load starting, and the synchronous error is maximally reduced by 42.9% under the sudden load, so that the effectiveness of the designed self-adjusting design of the compensation coefficient is proved.
The data of fig. 8-9 were subjected to a finishing analysis, the results of which are shown in table 1:
table 1 synchronization error analysis under self-tuning of compensation coefficients
2. Following error anti-saturation design
When the AGV dolly is loaded to start, can produce longer speed PI controller saturation condition, traditional cross coupling controller can not guarantee the synchronous error regulation effect of start-up phase, has proposed for this purpose and has followed the anti saturated design structure of error as shown in FIG. 10, promotes the synchronous error regulation effect of start-up phase, guarantees the biax synchronous control performance of AGV dolly start-up phase.
As shown in fig. 10, in order to solve the problem of saturation of the output of the speed PI controller, the output of the following error speed PI controller is limited, and when the following error is too large, the output of the following error speed PI controller is limited in proportion, so that the compensation effect of the following error is reduced, and the compensation effect of the synchronous error is improved.
Firstly, the following error of each shaft needs to be calculated, which specifically comprises the following steps:
acquiring real-time rotation speed omega of shaft 1 (t) real-time rotation speed omega of the shaft II 2 (t) calculating the following relation to obtain the following error of the axis e 1 (t) and an axis two following error of e 2 (t)：
e 1 (t)＝ω ref1 (t)-ω 1 (t)
e 2 (t)＝ω ref2 (t)-ω 2 (t)，
Wherein the shaft speed command signal is omega ref1 (t) and the shaft two-speed command signal are ω ref2 (t) is obtained by a system speed control command.
Then judging whether the speed control output quantity after error compensation exceeds the maximum amplitude of the speed control output quantity, and determining whether to use the synchronous error compensation result to limit the amplitude of the speed control output quantity according to the judging result, wherein the method specifically comprises the following steps:
follow-up error e of axis one 1 (t) and Axis two following error e 2 (t) respectively inputting the following error speed PI controllers to obtain a shaft-following error speed control output quantity i qout1 And an output i of the second follow-up error speed control qout2 ；
Controlling output quantity i by shaft-following error speed qout1 And an output i of the second follow-up error speed control qout2 Respectively with the maximum amplitude i of the speed control output quantity qoutmax Comparison:
if i qout1 ＜i qoutmax ，i qout2 ＜i qoutmax The output quantity i is controlled by the speed of the first follow-up error of the shaft qout1 Speed control output i as axis one q1 * Controlling output quantity i by using speed of following error of second axis qout2 Speed control output i as axis two q2 * ；
If i qout1 ≥i qoutmax Or i qout2 ≥i qoutmax Then the synchronization error Δe (t) for axis one and axis two is calculated according to the following equation:
wherein lambda is 1 Is an axis speed synchronization coefficient lambda 2 Lambda is the axis two-speed synchronization coefficient 1 And lambda (lambda) 2 Acquiring through a system speed control instruction;
inputting the synchronous error delta e (t) of the first shaft and the second shaft into a synchronous error speed PI controller to obtain a shaft synchronous error speed control output quantity i qoute1 Output i is controlled by synchronous error speed of two axes qoute2 The output i is controlled by the speed of the first shaft q1 * And a speed control output i of the second shaft q2 * And (3) performing amplitude limiting output:
as can be appreciated from the description of fig. 10, the following error calculation and the synchronization error calculation are separated into two parts, and are calculated by the following error speed PI controller and the synchronization error speed PI controller, respectively. If the following error exceeds the maximum output amplitude limit after operation, the amplitude limit is carried out by utilizing the ratio of the output of the synchronous error speed PI controller to the output of the following error speed PI controller. And if the output after the follow-up error is calculated by the speed PI controller does not exceed the maximum output limit, normally outputting.
Taking the starting process as an example, assuming that the shaft speed is higher than the shaft speed, before the improvement, the output of the speed PI controllers of the shaft I and the shaft II are maximum output limit values, namely:
after improvement, in the starting stage, the output of the follow-up error speed PI controller of the first shaft and the second shaft is respectively lower than the maximum output limiting value, and the output of each part is specifically shown as the following formula:
the comparison of the formulas can obtain that the synchronous error compensation effect in the traditional structure is counteracted by the output amplitude limiting, the output of the overall speed PI controller is the maximum value, the synchronous error adjustment effect is poor, the output of the improved speed PI controller of the first shaft and the second shaft is different, and the synchronous error compensation effect is improved.
The following error anti-saturation design is simulated and verified.
The following error anti-saturation simulation model shown in fig. 10 is built in the Simulink, and the effectiveness of the proposed improvement scheme is verified by comparing the influence of the following error anti-saturation design and the synchronous error under the traditional PI controller. In order to simulate two motion states of straight running and turning, the synchronous error between shafts in the starting stage is compared with the synchronous error between shafts in the starting stage under the control of two motion states of complete speed synchronization and speed proportion synchronization in simulation.
In the simulation experiment, 1Nm load is selected, a load is applied to the first shaft during starting, and the second shaft is started in an idle state. Under the complete synchronous control of the speed, the first-axis speed command and the second-axis speed command are 600rpm step signals, under the synchronous control of the speed proportion, the first-axis speed synchronous coefficient is 2, the second-axis speed synchronous coefficient is 1, the first-axis speed command is 600rpm step signals, and the second-axis speed command is 300rpm step signals. Specific simulation waveforms are shown in fig. 11 to 12. Wherein, FIG. 11 is a straight-going-speed full synchronization-1 Nm-under-load start synchronization error curve, and FIG. 12 is a turning-speed proportional synchronization-1 m-under-load start synchronization error curve.
The data of fig. 11 to 12 were collected and arranged to obtain table 2.
TABLE 2 synchronization error analysis under follow-error anti-saturation design
As can be seen from table 2, under the control of the speed full synchronous motion, the following error anti-saturation design scheme after the sampling improvement reduces the inter-axis synchronous error by 51.3% at the starting stage, and under the control of the speed proportional synchronous motion, the following error anti-saturation design scheme after the sampling improvement reduces the inter-axis synchronous error by 12.9% at the starting stage, thereby proving the effectiveness of the designed following error anti-saturation structure.
3. AGV double-shaft synchronous control simulation and analysis
In order to verify that the improved cross-coupling synchronous control strategy provided by the invention has better synchronous control effect in the double-shaft synchronous application of the AGV trolley, the embodiment of the invention builds an improved cross-coupling synchronous control strategy model and a double-shaft model in Simulink, which are used for verifying the effectiveness of the improved cross-coupling synchronous control strategy, and the simulation scene is shown in FIG. 13 by taking the shaft as an example.
Taking the straight running state of the AGV as an example, the embodiment simulates the straight running state through the speed complete synchronous control. In order to simulate a load starting working condition and an external disturbance working condition in an actual working condition, the simulation scene applies loads at the starting moment and in the stable operation process respectively, and the synchronous control effect of the improved cross coupling synchronous control strategy is reflected through a synchronous error comparison graph between two shafts and a speed response curve of the two shafts.
Under the complete synchronous control of straight line and speed, the system speed command signal is a 600rpm step signal, the synchronous coefficients of the first shaft speed and the second shaft speed are both 1, namely, the first shaft speed command and the second shaft speed command are both 600rpm step signals, and the speed command signal is given at 0.05 s. In the simulation experiment, two experiments of load starting and sudden load are respectively carried out, and the load size is 1Nm. Under the condition of loaded starting, a load is applied to the first shaft during starting, and the second shaft is started in an idle mode; under sudden load, the first shaft is loaded at 0.5s, the second shaft is unloaded at 1.5s, and the second shaft is unloaded. Specific synchronization errors and velocity response curves are shown in fig. 14 to 17.
1. Speed control under load start
The load of 1Nm is applied at 0.05s, the load starting condition is simulated, and the synchronization error and speed response curves are shown in FIG. 14. FIG. 14 is a comparison of the synchronization error at the time of the full synchronization of the straight-speed-1 Nm-under-load start, and FIG. 15 is a graph showing the speed response at the time of the full synchronization of the straight-speed-1 Nm-under-load start.
2. Speed control under sudden load
The load of 1Nm is applied at 0.5s, the sudden load condition is simulated, the load is removed at 1.5s, and the synchronization error and speed response curves are shown in fig. 16-17. Wherein, FIG. 16 is a comparison of synchronization errors under a straight-speed full synchronization-1 Nm-sudden load, and FIG. 17 is a speed response curve under a straight-speed full synchronization-1 Nm-sudden load.
From fig. 14 to 17, simulation comparison data such as table 3 can be obtained. As can be seen from Table 3, under the complete synchronous control of the speed, the improved cross-coupling synchronous control strategy has better synchronous control effect on the condition that the shaft is suddenly loaded, and compared with the traditional cross-coupling synchronous control strategy, the maximum synchronous error of the external disturbance load loading and unloading stage is reduced from 52rpm to 33rpm, and the synchronous error is reduced by 72.3%.
TABLE 3 straight run-speed full synchronization-synchronization error comparison
Fig. 18 is a structural diagram of a dual-axis synchronization control system based on improved cross coupling according to an embodiment of the present invention, as shown in fig. 18, and the dual-axis synchronization control system based on improved cross coupling includes a synchronization error compensation module and a following error compensation module, where:
the synchronous error compensation module is used for calculating synchronous error compensation coefficients of all the shafts according to real-time load conditions and speed synchronous coefficients of all the shafts and also used for carrying out synchronous error compensation on all the shafts according to the real-time synchronous error compensation coefficients;
the following error compensation module is used for calculating the following error of each shaft, judging whether the speed control output quantity after the following error compensation exceeds the maximum amplitude value of the speed control output quantity, and determining whether to use the synchronous error compensation result to limit the speed control output quantity according to the judging result.
It can be understood that the improved cross-coupling-based dual-axis synchronous control system provided by the present invention corresponds to the improved cross-coupling-based dual-axis synchronous control method provided by the foregoing embodiments, and the relevant technical features of the improved cross-coupling-based dual-axis synchronous control system may refer to the relevant technical features of the improved cross-coupling-based dual-axis synchronous control method, which are not described herein.
Referring to fig. 19, fig. 19 is a schematic diagram of an embodiment of an electronic device according to an embodiment of the invention. As shown in fig. 19, an embodiment of the present invention provides an electronic device 1900, including a memory 1910, a processor 1920, and a computer program 1911 stored on the memory 1910 and executable on the processor 1920, wherein the processor 1920 implements the following steps when executing the computer program 1911:
calculating synchronous error compensation coefficients of all the shafts according to real-time load conditions and speed synchronous coefficients of all the shafts, and carrying out synchronous error compensation on all the shafts according to the real-time synchronous error compensation coefficients;
and calculating the following errors of the shafts, judging whether the speed control output quantity after the following error compensation exceeds the maximum amplitude of the speed control output quantity, and determining whether to use the synchronous error compensation result to limit the speed control output quantity according to the judging result.
Referring to fig. 20, fig. 20 is a schematic diagram of an embodiment of a computer readable storage medium according to the present invention. As shown in fig. 20, the present embodiment provides a computer-readable storage medium 2000 having stored thereon a computer program 2011, which when executed by a processor, performs the following steps:
calculating synchronous error compensation coefficients of all the shafts according to real-time load conditions and speed synchronous coefficients of all the shafts, and carrying out synchronous error compensation on all the shafts according to the real-time synchronous error compensation coefficients;
and calculating the following errors of the shafts, judging whether the speed control output quantity after the following error compensation exceeds the maximum amplitude of the speed control output quantity, and determining whether to use the synchronous error compensation result to limit the speed control output quantity according to the judging result.
The embodiment of the invention provides a double-shaft synchronous control method, a system, electronic equipment and a storage medium based on improved cross coupling, which are used for providing a following error anti-saturation strategy for limiting the synchronous control error regulation effect in the starting stage when an AGV trolley is started in a load mode; in the running process of the AGV, under the working condition of load change and asymmetric load, the self-adjusting design of the synchronous error compensation coefficient is provided because the synchronous error compensation effect can be influenced by adopting the fixed synchronous error compensation coefficient. On the basis of traditional cross coupling synchronous control, the following error anti-saturation design and the synchronous error compensation coefficient self-adjusting design are introduced, a cross coupling synchronous control strategy after strategy improvement is provided, the synchronous control performance is improved, and the double-shaft synchronous compensation effect is optimized.
In the foregoing embodiments, the descriptions of the embodiments are focused on, and for those portions of one embodiment that are not described in detail, reference may be made to the related descriptions of other embodiments.
It will be appreciated by those skilled in the art that embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
While preferred embodiments of the present invention have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. It is therefore intended that the following claims be interpreted as including the preferred embodiments and all such alterations and modifications as fall within the scope of the invention.
It will be apparent to those skilled in the art that various modifications and variations can be made to the present invention without departing from the spirit or scope of the invention. Thus, it is intended that the present invention also include such modifications and alterations insofar as they come within the scope of the appended claims or the equivalents thereof.
Claims (9)
1. A dual-axis synchronization control method based on improved cross coupling, comprising:
calculating synchronous error compensation coefficients of all the shafts according to real-time load conditions and speed synchronous coefficients of all the shafts, and carrying out synchronous error compensation on all the shafts according to the real-time synchronous error compensation coefficients;
and calculating the following errors of the shafts, judging whether the speed control output quantity after the following error compensation exceeds the maximum amplitude of the speed control output quantity, and determining whether to use the synchronous error compensation result to limit the speed control output quantity according to the judging result.
2. The improved cross-coupling based biaxial synchronization control method according to claim 1, wherein said calculating the synchronization error compensation coefficient of each axis based on the real-time load condition of each axis and the speed synchronization coefficient comprises:
acquiring a speed synchronization coefficient of each shaft according to a speed control instruction of the system, and acquiring a synchronization error proportionality coefficient of each shaft according to the speed synchronization coefficient;
acquiring real-time load current of each shaft, wherein the load current is q-axis current corresponding to each shaft motor;
and calculating the synchronous error compensation coefficient of each shaft according to the synchronous error proportional coefficient of each shaft and the real-time load current of each shaft.
3. The method for biaxial synchronization control based on improved cross coupling according to claim 2, wherein the step of obtaining the speed synchronization coefficient of each axis according to the speed control command of the system and obtaining the synchronization error proportionality coefficient of each axis according to the speed synchronization coefficient comprises the steps of:
acquiring system speed control command signal as omega ref (t) defining an axis speed command signal as ω ref1 (t) the shaft two-speed command signal is ω ref2 (t) shaft speed synchronization coefficient ofλ 1 The axis two-speed synchronization coefficient is lambda 2 The following relationship is satisfied:
ω ref1 (t)＝ω ref (t)·λ 1
ω ref2 (t)＝ω ref (t)·λ 2 ，
defining an axis synchronization error scale factor asThe synchronous error proportionality coefficient of the second shaft is +.>Then there are:
4. a biaxial synchronous control method based on improved cross coupling according to claim 3, characterized in that the synchronous error compensation coefficient of each axis is calculated by the following formula:
wherein P is 1 (t) and P 2 (t) the synchronous error compensation coefficients of the first axis and the second axis when the load condition is not considered, a is a preset basic compensation coefficient value, i q1 (t) Motor q-axis current, i q2 (t) Motor q-axis current, K, as axis two 1 (t) is an axis synchronization error compensation coefficient, K, taking into account the load situation 2 And (t) is an axis two synchronization error compensation coefficient considering the load condition.
5. A dual-axis synchronization control method based on improved cross coupling as claimed in claim 2, wherein said calculating the following error of each axis comprises:
acquiring real-time rotation speed omega of shaft 1 (t) real-time rotation speed omega of the shaft II 2 (t) calculating the following relation to obtain the following error of the axis e 1 (t) and an axis two following error of e 2 (t)：
e 1 (t)＝ω ref1 (t)-ω 1 (t)
e 2 (t)＝ω ref2 (t)-ω 2 (t)，
Wherein the shaft speed command signal is omega ref1 (t) and the shaft two-speed command signal are ω ref2 (t) is obtained by a system speed control command.
6. The improved cross-coupling based biaxial synchronous control method of claim 5 wherein said determining whether the speed control output after error compensation exceeds the maximum magnitude of the speed control output and determining whether to use the result of synchronous error compensation to clip the speed control output based on the determination result comprises:
follow-up error e of axis one 1 (t) and Axis two following error e 2 (t) respectively inputting the following error speed PI controllers to obtain a shaft-following error speed control output quantity i qout1 Sum axis two follow error speed controlOutput quantity i qout2 ；
Controlling output quantity i by shaft-following error speed qout1 And an output i of the second follow-up error speed control qout2 Respectively with the maximum amplitude i of the speed control output quantity qoutmax Comparison:
if i qout1 ＜i qoutmax ，i qout2 ＜i qoutmax The output quantity i is controlled by the speed of the first follow-up error of the shaft qout1 Speed control output i as axis one q1 * Controlling output quantity i by using speed of following error of second axis qout2 Speed control output i as axis two q2 * ；
If i qout1 ≥i qoutmax Or i qout2 ≥i qoutmax Then the synchronization error Δe (t) for axis one and axis two is calculated according to the following equation:
wherein lambda is 1 Is an axis speed synchronization coefficient lambda 2 Lambda is the axis two-speed synchronization coefficient 1 And lambda (lambda) 2 Acquiring through a system speed control instruction;
inputting the synchronous error delta e (t) of the first shaft and the second shaft into a synchronous error speed PI controller to obtain a shaft synchronous error speed control output quantity i qoute1 Output i is controlled by synchronous error speed of two axes qoute2 The output i is controlled by the speed of the first shaft q1 * And a speed control output i of the second shaft q2 * And (3) performing amplitude limiting output:
7. a dual-axis synchronous control system based on improved cross coupling, comprising:
the synchronous error compensation module is used for calculating synchronous error compensation coefficients of all the shafts according to real-time load conditions and speed synchronous coefficients of all the shafts and also used for carrying out synchronous error compensation on all the shafts according to the real-time synchronous error compensation coefficients;
the following error compensation module is used for calculating the following error of each shaft, judging whether the speed control output quantity after the following error compensation exceeds the maximum amplitude value of the speed control output quantity, and determining whether to use the synchronous error compensation result to limit the speed control output quantity according to the judging result.
8. An electronic device comprising a memory, a processor for implementing the steps of the improved cross-coupling based biaxial synchronization control method according to any of claims 1-6 when executing a computer management class program stored in the memory.
9. A computer readable storage medium, having stored thereon a computer management class program which when executed by a processor implements the steps of the improved cross-coupling based biaxial synchronization control method according to any of the claims 1-6.
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