Cooperative transportation method, control system and cooperative detection device

Abstract

The embodiment of the invention provides a collaborative transportation method, a control system and a collaborative detection device, and belongs to the technical field of intelligent transportation. According to the invention, a function type and a function triggering mechanism of the collaborative transport vehicle are designed; determining deployment of a cooperative detection device and deployment of a sensor according to the position information of the vehicle, and obtaining deployment information; obtaining transportation monitoring data according to the deployment information; according to the transportation monitoring data, obtaining control adjustment reference value information; and according to the function category, the function triggering mechanism and the control adjustment reference value information, determining a control instruction of collaborative transportation. The cooperative detection device comprises a bearing disc, a rotating shaft, a shaft sleeve, a fixing plate, an anti-falling plate, a fixing bolt, a stop bolt and a spring dynamometer group. The method does not depend on wireless electronic communication, has no fleet scale upper limit, takes vehicle collaboration and cargo safety as the primary principle, and realizes cargo collaborative transportation through simple monomer rule design.

Description

Technical Field

[0001] The present application relates to the field of intelligent transportation technology, and in particular to a collaborative transportation method, a control system, and a collaborative detection device. Background Art

[0002] With the rapid development of global manufacturing, the demand for oversized cargo transportation has increased dramatically, while the size and capacity of individual transport equipment have reached road limits. Currently, multi-vehicle collaboration in cargo transportation scenarios primarily utilizes a set of theories and methods for cargo-free group collaboration. The presence of overhead cargo poses significant challenges to sensor placement (especially radar and GNSS systems) and perception and control algorithms. Multi-vehicle collaboration architectures primarily rely on centralized or distributed control, heavily relying on vehicle-to-vehicle communication and positioning systems. These architectures are computationally expensive, and the accuracy and safety requirements for large-scale collaborative transportation are insufficient. Summary of the Invention

[0003] The main purpose of the embodiments of the present application is to provide a collaborative transportation method, a control system, and a collaborative detection device.

[0004] The technical solution adopted by the present invention is:

[0005] In one aspect, an embodiment of the present invention provides a collaborative transportation method, comprising the following steps:

[0006] Design vehicle function categories and function triggering mechanisms;

[0007] Determine the deployment of cooperative detection devices and sensors based on the vehicle's location information and obtain deployment information;

[0008] acquiring transportation monitoring data according to the deployment information;

[0009] obtaining control adjustment reference value information based on the transportation monitoring data;

[0010] A control instruction for collaborative transportation is determined according to the functional category, the functional trigger mechanism and the control adjustment reference value information.

[0011] Furthermore, the design of the vehicle's functional category and functional triggering mechanism includes the following steps:

[0012] Obtain information about the division of labor mechanism for ant collaborative transport;

[0013] According to the division of labor mechanism information of the ant collaborative transport, combined with the vehicle platform information, the functional categories of the vehicle are obtained; the functional categories include guiding function, following function, driving function, and guarding function;

[0014] According to the functional categories, the scale robustness mechanism of collaborative handling is analyzed and the functional triggering mechanism is obtained.

[0015] Furthermore, determining the deployment of the cooperative detection device and the sensor deployment based on the vehicle's location information and obtaining the deployment information includes the following steps:

[0016] Get the position information of the vehicle in the formation;

[0017] Determining sensor deployment data based on the location information;

[0018] Obtain information on the layout of the transport vehicle under the cargo and the strength of the cargo at the supporting points;

[0019] Determine the parameters of the cooperative detection device based on the layout of the transport vehicle under the cargo and the strength information of the cargo at the support point, and obtain the deployment data of the cooperative detection device;

[0020] The data of the sensor deployment and the data of the cooperative detection device deployment are used as the deployment information.

[0021] Furthermore, obtaining the transport monitoring data according to the deployment information includes the following steps:

[0022] According to the deployment information, current interaction information between the vehicle and the cargo during transportation is obtained through force and angle data output by the on-board status monitoring device, and the magnitude and direction of the angular displacement and the resultant force between the vehicle and the cargo are calculated to obtain first processed data;

[0023] acquiring the coordinates of the target position in the vehicle body system online through the vehicle-mounted sensor according to the deployment information, calculating the current angle of the target position in the vehicle body system, and obtaining second processed data;

[0024] According to the deployment information, the linear speed information of the current vehicle and the surrounding obstacle information are obtained through the on-board sensor, obstacle data in the linear speed direction is centrally extracted and the current time distance is calculated to obtain third processed data;

[0025] Transportation monitoring data is obtained according to the first processed data, the second processed data and the third processed data.

[0026] Furthermore, obtaining control adjustment reference value information based on the transportation monitoring data includes the following steps:

[0027] Calculating a reference value of a target driving torque change required of the load-carrying vehicle at a cargo support point based on the transport monitoring data and the relative rotation information between the load-carrying vehicle and the cargo;

[0028] Determine, based on the transport monitoring data and the interaction force information between the following functional vehicle and the cargo, a reference value of a change in the relative driving force of the following functional vehicle in the cargo coordinate system;

[0029] Based on the driving capability of the functional vehicle and the safety boundary of the support point, the first internal and external constraints are established;

[0030] According to the first internal and external constraints, using the direction information of the preset landmark object in the vehicle's field of view as a guide for future driving, and according to the control strategy, obtaining a reference value of the driving force change of the driving function vehicle;

[0031] Establish the second internal and external constraints based on the driving capability of the escort vehicle and the safety boundary of the support point;

[0032] According to the second internal and external constraints, the future driving direction is determined by simulating a collision and applying the reflection principle, and a reference value of the driving force change of the escort vehicle is obtained in combination with the control law;

[0033] The control adjustment reference value information is obtained based on the reference value of the target driving torque change required by the carrying vehicle, the reference value of the relative driving force change of the following function vehicle, the reference value of the driving force change of the driving function vehicle and the reference value of the driving force change of the escort function vehicle.

[0034] Furthermore, determining the control instructions for the coordinated transportation according to the functional category, the functional trigger mechanism, and the control adjustment reference value information includes the following steps:

[0035] constructing a force and torque distribution model of the current vehicle according to the functional category, the functional trigger mechanism, and the control adjustment reference value information;

[0036] Establishing a driving constraint equation for each driving source adjustment amount based on the force and torque distribution model and the underlying driving force information of the vehicle at the current moment;

[0037] Establishing an optimal control model, taking the target driving force and target driving torque information as input, combining the driving constraint equations of each driving source, and obtaining matching data of the total driving force and torque to the control information of each driving source;

[0038] According to the matching data, a control instruction for the coordinated transportation is obtained.

[0039] On the other hand, an embodiment of the present invention further provides a coordinated detection device for implementing the aforementioned coordinated transportation method, wherein the coordinated detection device includes a carrying plate, a rotating shaft, a shaft sleeve, a fixing plate, an anti-slip plate, a fixing bolt, a stop bolt, and a spring dynamometer group;

[0040] The carrying plate is connected to the rotating shaft;

[0041] The shaft sleeve is sleeved on the rotating shaft;

[0042] The fixing plate has a central through hole at its center and side through holes at its sides;

[0043] The shaft sleeve is in the central through hole;

[0044] The fixing bolt passes through the anti-slip plate and is connected to the rotating shaft;

[0045] The stop bolt connects the spring dynamometer assembly and the side through hole;

[0046] One end of the spring dynamometer group is connected to the shaft sleeve, and the other end is connected to the side through hole.

[0047] On the other hand, an embodiment of the present invention further provides a coordinated transport control system for implementing the aforementioned coordinated transport method, the system comprising:

[0048] The first module is used to design the vehicle's functional categories and functional triggering mechanisms;

[0049] The second module is used to determine the deployment of the cooperative detection device and the sensor deployment based on the vehicle's location information and obtain the deployment information;

[0050] A third module is used to obtain transportation monitoring data based on the deployment information;

[0051] A fourth module is used to obtain control adjustment reference value information based on the transportation monitoring data;

[0052] The fifth module is used to determine the control instructions of the collaborative transportation according to the functional category, the functional trigger mechanism and the control adjustment reference value information.

[0053] Furthermore, the collaborative transportation control system further includes:

[0054] Decision generation module: This module uses guidance strategies, combined with the ant collaborative transport division of labor mechanism and the functional characteristics of the transport platform, to design different vehicle functional categories and function triggering mechanisms, and obtain vehicle division of labor information;

[0055] Device initialization module: used to initialize the collaborative detection device and sensor deployment based on the position of the vehicle's support point in the formation, the strength of the cargo at the support point, and the relative position information of adjacent support points in the vehicle's coordinate system;

[0056] Data acquisition module: used to obtain the interaction between the current vehicle and cargo during transportation, the position of the target relative to the vehicle body, the vehicle's speed information and obstacle data in the speed direction;

[0057] Force and torque calculation module: This module is used to calculate the current vehicle control adjustment reference value information based on the vehicle's current functional data, the current cargo status and the corresponding mission requirements of the vehicle's functions, combined with the vehicle's driving and torque change capability limitations;

[0058] Drive distribution module: used to adjust the control adjustment reference value information according to the target driving force and torque, and determine the control instructions of the current vehicle at the next preset moment in combination with the current vehicle driving model.

[0059] On the other hand, an embodiment of the present invention further provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer-executable instructions, and the computer-executable instructions are used to enable a computer to execute the collaborative transportation method described above.

[0060] The embodiments of the present application include at least the following beneficial effects: The present application provides a collaborative transportation method, a control system, and a collaborative detection device. The present invention can design the functional category and functional trigger mechanism of the vehicle; determine the deployment of the collaborative detection device and the sensor deployment based on the vehicle's location information, and obtain deployment information; obtain transportation monitoring data based on the deployment information; obtain control adjustment reference value information based on the transportation monitoring data; determine the control instructions for collaborative transportation based on the functional category, functional trigger mechanism, and control adjustment reference value information. The present invention can achieve collaborative transportation of goods through simple single-unit rule design without relying on wireless electronic communications, without an upper limit on the size of the fleet, and with vehicle collaboration and cargo safety as the primary principles. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] Figure 1 is a schematic diagram of a collaborative transportation method provided by an embodiment of the present invention;

[0062] Figure 2 is a schematic diagram of a collaborative detection device provided by an embodiment of the present invention;

[0063] Figure 3 is a flow chart of a collaborative transportation method provided by an embodiment of the present invention;

[0064] Figure 4 This is a schematic diagram of the vehicle responsibilities arrangement of the multi-vehicle cooperative transportation control system provided by an embodiment of the present invention;

[0065] Figure 5 This is a schematic diagram of force analysis of a collaborative detection device provided by an embodiment of the present invention;

[0066] Figure 6 is a schematic diagram of obstacle data acquisition provided by an embodiment of the present invention;

[0067] Figure 7 1 is a schematic diagram of driving force conversion analysis provided by an embodiment of the present invention;

[0068] Figure 8 This is a schematic diagram of the driving force analysis of the escort vehicle provided by an embodiment of the present invention;

[0069] Figure 9 Schematic diagram of the driving force of a Mecanum wheeled vehicle provided by an embodiment of the present invention;

[0070] Figure 10 This is a schematic diagram of a collaborative transportation control system provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0071] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application is further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are only used to explain the present application and are not intended to limit the present application. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the embodiments of the present application. They are merely examples of devices and methods consistent with some aspects of the embodiments of the present application as detailed in the appended claims.

[0072] It will be understood that the terms "first", "second", etc. used in this application may be used herein to describe various concepts, but unless otherwise specified, these concepts are not limited by these terms. These terms are only used to distinguish one concept from another. For example, without departing from the scope of the embodiments of the present application, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Depending on the context, the words "if" and "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining".

[0073] The terms "at least one", "plurality", "each", "any", etc. used in this application include "at least one", "two" or more, "plurality" or "each", "any" or "any one", "each" or "any one" as used herein.

[0074] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application pertains. The terms used herein are for the purpose of describing the embodiments of this application only and are not intended to limit this application.

[0075] Before explaining the embodiments of the present application in detail, some of the nouns and terms involved in the embodiments of the present application are first explained. The nouns and terms involved in the embodiments of the present application are subject to the following explanations.

[0076] 1) IMU (Inertial Measurement Unit), inertial measurement unit.

[0077] 2) PID (Proportional-Integral-Derivative Controller), proportional-integral-derivative controller.

[0078] 3) Force (torque), force and torque.

[0079] The present application relates to a collaborative transportation method, a control system, and a collaborative detection device, and belongs to the field of intelligent transportation technology. The collaborative detection device allows the vehicle and cargo to rotate around the vertical axis and move displaced in the horizontal plane, and increases the shear force threshold by adjusting the load-bearing area to better protect the cargo. In addition, the detector also provides the relative rotation angle at the support point and the vehicle-cargo force data. The collaborative transportation method includes the following steps: learning the ant collaborative handling division of labor mechanism, designing cluster transportation primitive rules that conform to the current characteristics of the transport vehicle, and assigning four functions of guiding, following, driving, and guarding to the individual members of the fleet; completing the deployment of the collaborative detection device and sensors based on information such as the fleet layout and cargo strength; processing the data of the on-board device separately to obtain information such as the horizontal force and angular displacement of the vehicle and cargo, the target direction, the current vehicle speed, the safe time distance, and the speed direction obstacle data, to provide support for the function switching and subsequent force (torque) calculation; selecting different force calculation methods according to different functions, and combining the on-board equipment data to determine the target driving force (torque) adjustment value information of the vehicle; combining the current vehicle drive model to optimize the final force control instruction. Under these four roles, the lead vehicle always stays at the front of the team, using special landmarks to provide a feasible path for collaborative transport. The follower vehicle only provides support and does not participate in driving decisions. The active vehicle not only supports the cargo but also determines the vehicle's direction of travel. When an obstacle safety distance warning is triggered, the current vehicle immediately transforms into an escort vehicle to prevent collisions during transport. This method does not rely on wireless electronic communications and has no upper limit on the size of the fleet. It prioritizes vehicle collaboration and cargo safety, and achieves collaborative cargo transport through simple single-unit rule design.

[0080] The embodiments of the present invention are further described below with reference to the accompanying drawings.

[0081] On the one hand, the embodiment of the present invention provides a collaborative transportation method, referring to Figure 1 , the collaborative transportation method includes the following steps:

[0082] S100. Design the vehicle's functional categories and functional triggering mechanisms;

[0083] S200: Determine the deployment of the cooperative detection device and the sensor deployment based on the vehicle's location information, and obtain deployment information;

[0084] S300, obtaining transportation monitoring data according to the deployment information;

[0085] S400, obtaining control adjustment reference value information based on transportation monitoring data;

[0086] S500: Determine control instructions for collaborative transportation based on the functional category, functional trigger mechanism, and control adjustment reference value information.

[0087] S100 of the embodiment of the present invention designs the function category and function triggering mechanism of the vehicle, including the following steps:

[0088] S110, obtaining information on the division of labor mechanism for ant collaborative transport;

[0089] S120. Based on the information about the division of labor of the ant-assisted transport and the vehicle platform information, obtain the functional category of the vehicle; the functional categories include guiding function, following function, driving function, and guarding function;

[0090] S130. According to the functional categories, the scale robustness mechanism of collaborative handling is analyzed to obtain the functional triggering mechanism.

[0091] As an optional implementation, the embodiment of the present invention refers to the division of labor mechanism of ant collaborative transport (such as path marking, random exploration, and role rotation), and combines the characteristics of the vehicle platform to decompose the functions into the following:

[0092] Guidance function: global path planning, such as drone / vehicle marking path;

[0093] Following function: supporting goods, without active driving force;

[0094] Driving function: active traction, direction pointing to the guide mark or random;

[0095] Guarding function: Adjust the driving force according to the reflection theorem when encountering obstacles.

[0096] S200 of the embodiment of the present invention determines the deployment of the cooperative detection device and the sensor deployment based on the vehicle's location information, and obtains the deployment information, including the following steps:

[0097] S210, obtaining position information of the vehicle in the formation;

[0098] S220, determining sensor deployment data based on the location information;

[0099] S230: Obtaining the layout of the transport vehicle under the cargo and the strength information of the cargo at the supporting points;

[0100] S240. Determine cooperative detection device parameters based on the layout of the transport vehicles under the cargo and the strength information of the cargo at the support points, and obtain cooperative detection device deployment data;

[0101] S250: Use the data of sensor deployment and the data of collaborative detection device deployment as deployment information.

[0102] S300 of the embodiment of the present invention acquires transportation monitoring data according to the deployment information, including the following steps:

[0103] S310. Based on the deployment information, obtain current interaction information between the vehicle and the cargo during transportation using force and angle data output by the on-board status monitoring device, calculate the angular displacement and magnitude and direction of the resultant force between the vehicle and the cargo, and obtain first processed data.

[0104] S320: Acquire the coordinates of the target position in the vehicle body system online through the vehicle-mounted sensor based on the deployment information, calculate the current angle of the target position in the vehicle body system, and obtain second processed data;

[0105] S330: Based on the deployment information, obtain the current vehicle's linear speed information and surrounding obstacle information through the onboard sensor, centrally extract obstacle data in the linear speed direction, and calculate the current time distance to obtain third processed data;

[0106] S340: Obtain transportation monitoring data according to the first processed data, the second processed data, and the third processed data.

[0107] S400 of the embodiment of the present invention acquires control adjustment reference value information based on transportation monitoring data, including the following steps:

[0108] S410, calculating a reference value of a target driving torque change required of the load-bearing vehicle at the cargo support point based on the transport monitoring data and the relative rotation information between the load-bearing vehicle and the cargo;

[0109] S420: Determine a reference value of a change in the relative driving force of the following functional vehicle in the cargo coordinate system based on the transport monitoring data and the interaction force information between the following functional vehicle and the cargo;

[0110] S430: Constructing first internal and external constraints based on the driving capability of the functional vehicle and the safety boundary of the support point;

[0111] S440, based on the first internal and external constraint condition, using the direction information of the preset landmark object in the vehicle's field of view as a guide for future driving, and according to the control strategy, obtaining a reference value of a change in driving force for driving the functional vehicle;

[0112] S450: Establishing a second internal and external constraint condition based on the driving capability of the escort vehicle and the safety boundary of the support point;

[0113] S460: Based on the second internal and external constraint, a future driving direction is determined by simulating a collision and applying the reflection principle, and a reference value of a change in driving force of the escort vehicle is obtained in combination with a control law.

[0114] S470. Obtain control adjustment reference value information based on the reference value of the target driving torque change required for the carrying vehicle, the reference value of the relative driving force change of the following functional vehicle, the reference value of the driving force change of the driving functional vehicle, and the reference value of the driving force change of the escort functional vehicle.

[0115] S500 of the embodiment of the present invention determines the control instruction of the coordinated transportation according to the function category, the function trigger mechanism and the control adjustment reference value information, including the following steps:

[0116] S510: Construct a force and torque distribution model for the current vehicle based on the functional category, functional trigger mechanism, and control adjustment reference value information;

[0117] S520: Establish a driving constraint equation for each driving source adjustment amount based on the force and torque distribution model and the underlying driving force information of the vehicle at the current moment;

[0118] S530: Establish an optimal control model, take the target driving force and target driving torque information as input, combine the driving constraint equations of each driving source, and obtain matching data of the total driving force and torque to the control information of each driving source;

[0119] S540: Obtain control instructions for collaborative transportation based on the matching data.

[0120] On the other hand, the embodiment of the present invention further provides a cooperative detection device for implementing the above-mentioned cooperative transportation method, referring to Figure 2 , a collaborative detection device, comprising a carrier plate (1), a rotating shaft (2), a shaft sleeve (3), a fixing plate (4), an anti-slip plate (5), a fixing bolt (6), a stop bolt (7), and a spring dynamometer group (8);

[0121] The carrier plate (1) is connected to the rotating shaft (2);

[0122] The shaft sleeve (3) is sleeved on the rotating shaft (2);

[0123] The fixing plate (4) has a central through hole at its center and side through holes at its sides;

[0124] The shaft sleeve (3) is in the central through hole;

[0125] The fixing bolt (6) passes through the anti-slip plate (5) and is connected to the rotating shaft (2);

[0126] The stop bolt (7) connects the spring dynamometer assembly (8) and the side through hole;

[0127] One end of the spring dynamometer group (8) is connected to the shaft sleeve (3), and the other end is connected to the side through hole.

[0128] On the other hand, an embodiment of the present invention further provides a coordinated transport control system for implementing the aforementioned coordinated transport method, the system comprising:

[0129] The first module is used to design the vehicle's functional categories and functional triggering mechanisms;

[0130] The second module is used to determine the deployment of the cooperative detection device and the sensor deployment based on the vehicle's location information and obtain the deployment information;

[0131] The third module is used to obtain transportation monitoring data based on the deployment information;

[0132] The fourth module is used to obtain control adjustment reference value information based on transportation monitoring data;

[0133] The fifth module is used to determine the control instructions of collaborative transportation based on the functional category, functional trigger mechanism and control adjustment reference value information.

[0134] The collaborative transportation control system of the embodiment of the present invention further includes:

[0135] Decision generation module: This module uses guidance strategies, combined with the ant collaborative transport division of labor mechanism and the functional characteristics of the transport platform, to design different vehicle functional categories and function triggering mechanisms, and obtain vehicle division of labor information;

[0136] Device initialization module: used to initialize the collaborative detection device and sensor deployment based on the position of the vehicle's support point in the formation, the strength of the cargo at the support point, and the relative position information of adjacent support points in the vehicle's coordinate system;

[0137] Data acquisition module: used to obtain the interaction between the current vehicle and cargo during transportation, the position of the target relative to the vehicle body, the vehicle's speed information and obstacle data in the speed direction;

[0138] Force and torque calculation module: This module is used to calculate the current vehicle control adjustment reference value information based on the vehicle's current functional data, the current cargo status and the corresponding mission requirements of the vehicle's functions, combined with the vehicle's driving and torque change capability limitations;

[0139] Drive distribution module: used to adjust the control reference value information according to the target driving force and torque, and determine the control instructions of the current vehicle at the next preset moment in combination with the current vehicle drive model.

[0140] As an optional implementation, an embodiment of the present invention provides a collaborative transportation method, which relies on a collaborative detection device provided in this application. The following embodiments illustrate this method by applying it to a terminal. It is understood that this method can also be applied to a server, and can also be applied to a system including a terminal and a server, and implemented through the interaction between the terminal and the server. Among them, the terminal can be, but is not limited to, various personal computers, laptops, smart phones, tablet computers, etc. The server can be implemented as an independent server or a server cluster consisting of multiple servers. First, by analyzing the mechanism of ant collaborative operation strategies and combining them with the current state of delivery platform development, a strategy suitable for the coordinated transport of goods by delivery vehicles is developed. This strategy, thus achieving swarm intelligence through the design of simple, consistent rules for single agents, is then implemented. Next, the deployment of collaborative detection devices and on-board sensors is completed, and personalized model parameters and collaborative strategy parameters are initialized for vehicles at different locations. This reduces the number of sensors and energy consumption, while ensuring the full and safe utilization of friction on the cargo surface. For the ego vehicle, based on the current functional objectives determined by the strategy, combined with on-board sensor data and safety considerations, the vehicle's driving force (torque) adjustment is determined, ensuring the practicality of overall motion, cargo safety, and smooth control. Finally, by constructing a force (torque) distribution model and an optimal control model, the total driving force (torque) is matched to the control values ​​of each driving source. This method, based on research on ant swarm transport, does not rely on wireless electronic communication and has no upper limit on fleet size. It prioritizes vehicle collaboration and cargo safety, achieving collaborative cargo transport through the design of simple, individual rules.

[0141] In one embodiment, the present application provides a collaborative detection device, such as Figure 2 As shown, a carrier plate (1), a rotating shaft (2), a fixed plate (4) and an anti-slip plate (5) are sequentially arranged from top to bottom. The carrier plate (1) is placed above the rotating shaft (2), the rotating shaft (2) and the anti-slip plate (5) are connected together by fixing bolts (6), a shaft sleeve (3) is sleeved on the rotating shaft (2), and a spring dynamometer group (8) installed on the fixed plate is pressed against the center of the fixed plate, and the spring dynamometer is restricted in the centering hollow groove in the fixed plate (4) by a stop bolt group (7); wherein:

[0142] The carrier plate (1) is composed of an upper cylinder and a lower triangular prism boss, the rotating shaft (2) is composed of an upper cylinder, a middle shaft and a lower triangular prism boss, and the anti-slip plate (5) has a cylindrical shape. The side length of the bottom surface of the lower triangular prism boss of the carrier plate is slightly smaller than the side length of the triangular prism groove on the upper surface of the upper cylinder of the rotating shaft, and the height of the triangular prism boss is slightly smaller than the depth of the triangular prism groove, and the two are fixed together by loose fit; a triangular prism groove is designed in the center of the upper surface of the anti-slip plate, and its side length is slightly smaller than the side length of the lower triangular prism boss of the rotating shaft (2), but the depth of the groove is consistent with the groove, and the two are also loosely fitted and positioned; in addition, a bolt countersunk hole is designed in the center of the lower surface of the anti-slip plate (5), and a threaded hole is designed in the center of the lower triangular prism boss of the rotating shaft (2), and the connection between the anti-slip plate (5) and the rotating shaft (2) is achieved by fixing bolts (6). The diameter of the central cylindrical shaft of the rotating shaft (2) is slightly smaller than the radius of the inner hollow circular through hole of the sleeve (3), and semi-solid grease is used to lubricate the rotating shaft (2) and the sleeve (3), allowing the relative rotation of the two. During installation, the rotating shaft (2) is first inserted into the sleeve (3) positioned on the fixed plate (4), and then the supporting plate (1) and the anti-slip plate (5) on both sides are installed respectively through loose fit. Finally, the fixing bolt (6) is screwed in to achieve the axial fixation of the anti-slip plate (5). The above-mentioned split design and installation method can complete the deployment of the device and the cargo movement synchronization component.

[0143] The main body of the fixed plate (4) is a hexagonal prism and two ear plates. A hexagonal prism through hole is designed in the center and is parallel to the outer hexagonal prism faces. A circular through hole is passed through the center of each face of the two hexagonal prisms. Six cylindrical grooves are designed in the center of each outer surface of the sleeve, distributed in a circumferential centripetal array, and their radius is consistent with the radius of the six through holes on the fixed plate. The side length of the hexagonal prism through hole of the fixed plate (4) is about 1.5 times the side length of the outer prism of the sleeve (3), so as to allow the sleeve (3) to make a certain range of planar relative movement relative to the fixed plate (4). The outer sides of the six circular through holes are all tapped with threads for installing a stop bolt group (7). The stop bolt group (7) consists of a bolt and a nut. By adjusting the position of the nut on the bolt rod, the effective thread length of the bolt can be changed, thereby changing the depth of the bolt screwing. During installation, the spring dynamometer group (8) is placed in the six through holes of the fixed plate, one side is limited by the stop bolt group (7), and the other side is pressed into the circular groove of the shaft sleeve. Since the shaft sleeve 3 is made of lightweight material and the dynamometer has a large rigidity, the shaft sleeve is pressed into the center of the dynamometer group by the circumferential arrangement of the dynamometers. The position of the shaft sleeve can be changed by adjusting the screw-in length of the stop bolt, and finally the shaft sleeve is located at the approximate center position of the hexagonal prism through hole of the fixed plate, thereby realizing the deployment of the device and the vehicle synchronization component.

[0144] The fixing plate (4) is designed with ear plates on both sides, and each ear plate has a through hole. After the device is assembled, the bolts are passed through the ear plates to connect with the fixing device (such as the steel guide rail) on the trolley chassis to achieve the connection between the device and the vehicle. The individually designed replaceable carrier plate automatically maintains the connection through the friction between it and the cargo. The support plate with different upper diameters can be selected according to the different cargo rigidity and size to ensure that the upper limit driving capacity of the vehicle is not damaged under the condition of the cargo. After completing the above operations, the device can be installed between the vehicle and the cargo. If an angle encoder needs to be installed to measure the relative rotation angle between the vehicle and the cargo, the carrier plate is first removed, and the movable end of the purchased encoder is fixed to the upper cylindrical outer surface of the rotating shaft through the built-in locking device (usually a locking ring), and the fixed end of the encoder is positioned together through the bolt-ear plate-steel guide rail.

[0145] The bottom surface of the upper cylinder of the rotating shaft (2) and the top surface of the anti-slip plate (5) are both designed with annular grooves of exactly the same size for mounting a retainer and a ball. The ball contacts the upper and lower planes of the fixed plate (4) respectively and can roll along the surface of the fixed plate. This can reduce the friction between the upper and lower planes of the fixed plate and the rotating shaft and the anti-slip plate surface caused by the relative rotation between the cargo and the vehicle, and the cargo and the vehicle frame can flexibly perform horizontal movement and rotation within a certain range.

[0146] The upper part of the rotating shaft (2) is a cylinder with a certain height, and a triangular prism groove is designed inside the cylinder with a size slightly larger than the upper boss of the bearing plate (1). The middle part is a longer cylindrical shaft, and the radius of the cylinder is slightly larger than the radius of the internal hollow circular through hole of the shaft sleeve (3). The lower part is a triangular prism boss with an internal thread. The side length of the bottom triangle is slightly smaller than the side length of the central triangular prism groove of the anti-slip plate (5); the center of the anti-slip plate (5) is composed of a triangular prism groove with the same height as the triangular prism of the lower part of the rotating shaft (2) and a bolt countersunk hole.

[0147] The vehicle body fixing plate (4) is designed with four bolt holes, which are fixed to the vehicle frame through bolt connection. Six centripetal grooves are distributed on the inner circumference of the plate for installing high-precision spring dynamometers. One end of the spring dynamometer group (8) is installed in the six empty grooves of the vehicle body fixing plate through the bolt holes, and the other end is pressed on the corresponding hole position of the outer wall of the hexagonal prism sleeve (3) to achieve horizontal positioning of the bearing point. The corresponding position of the sleeve (3) is provided with a spring dynamometer positioning groove to ensure that the spring dynamometer is subjected to horizontal force. In addition, the head of the rotating shaft (2) and the anti-slip plate (5) are on the side facing the vehicle body fixing plate. The surface is provided with a circumferential guide groove, in which a ball and a retaining frame are installed to ensure the longitudinal positioning of the carrier plate and the longitudinal load transmission; the shaft sleeve (3) and the rotating shaft (2) are lubricated by oil to prevent the spring dynamometer group from being twisted due to the rotation of the carrier plate; the horizontal movement trend and size of the cargo at the support point can be obtained through the six spring dynamometer groups; the fixed end of the encoder is installed on the upper surface of the fixed shaft sleeve (3), and the rotating end is matched with the head of the rotating shaft (2) through the locking ring provided by the encoder, so as to obtain the current rotation angle data of the transport vehicle relative to the cargo.

[0148] In one embodiment, the present application also provides a collaborative transportation method, such as Figure 3 As shown, the method is applied to a terminal as an example for description, and includes the following steps:

[0149] In step S101, drawing on the guidance strategy of efficient individuals, combining the division of labor mechanism of ant collaborative transportation, and taking into account the functional characteristics of existing transportation platforms, different functional categories of vehicles and functional triggering mechanisms are designed to realize vehicle division of labor.

[0150] In this embodiment, due to the high flexibility of individual vehicles, which facilitate exploration of unknown areas, combined with currently mature mapping and planning algorithms, it is possible to efficiently and quickly obtain a path plan that takes into account the shape of the cargo and calculate the trajectory of the cargo's centroid, thereby helping the vehicle swarm to predetermine the optimal path. By learning from the strategy of ants carrying large food items, the vehicles involved in cargo transport are able to develop excellent collaborative working capabilities and automatically adjust the cargo's position and posture when encountering obstacles to find effective local solutions. Combining the advantages of individual global planning and swarm local planning, as well as the fact that each vehicle can carry large cargo and the vehicle-cargo connection point is relatively fixed during transportation, we have established a vehicle collaborative transportation strategy. This strategy distributes the functions of path solving, tracking, support, driving, obstacle avoidance, and posture adjustment to all participating vehicles in the swarm. This allows for highly coordinated and robust swarm intelligent collaborative transportation without the need for communication between the carrying vehicles. All participating vehicles use the same program, with common policy parameters. These parameters influence the ultimate effectiveness of the policy and therefore require pre-calibration and input to each vehicle. The specific operation steps will be explained in detail later.

[0151] Step S102 : Initialize the cooperative detection device and sensor deployment according to the position of the vehicle support point in the formation, the strength of the cargo at the support point, and the relative position information of the adjacent support points in the vehicle coordinate system.

[0152] In this embodiment, the vehicle terminal receives a pre-acquired map of the vehicle's center of mass relative to the polygonal cargo position. Based on the known position of the vehicle within the formation, it determines the vehicle's functional type parameters and sets the sensor initialization scheme. Simultaneously, the vehicle terminal uses information about the material strength of the cargo near the support points and the relative positions of the support points of adjacent vehicles in the vehicle's coordinate system to determine the relevant parameters of the vehicle's collaborative detection device. The specific steps will be described in detail later.

[0153] Step S103 , obtaining the interaction between the current vehicle and the cargo, the position of the target relative to the vehicle body, the speed information of the vehicle, and the obstacle data of the speed direction during the transportation process.

[0154] In this embodiment, the vehicle-mounted terminal obtains the mutual rotation and force information between the current vehicle and the cargo, the position of the target position relative to the vehicle body, the speed information of the current vehicle, and the obstacle data in the speed direction through multiple sub-terminals. The interaction relationship between the vehicle and the cargo is mainly manifested in two aspects: first, the angle of rotation of the vehicle coordinate system at the support point in the cargo coordinate system relative to the initial state; second, the force vector between the cargo and the vehicle at the support point during the transportation of the cargo. The position of the target position relative to the vehicle body refers to the coordinates of the special marker on the guide vehicle in the current vehicle body system, which can be obtained by the vehicle-mounted camera combined with the target recognition algorithm; the speed information of the current vehicle refers to the absolute speed of the origin of the vehicle body system in the geodetic coordinate system, which is obtained by the IMU installed near the support point; the obstacle data in the vehicle speed direction is obtained by monitoring the vehicle-mounted radar combined with the clustering algorithm, and is expressed as a set of points in a small neighborhood on the obstacle surface in the vehicle speed direction. The specific steps will be explained in detail later.

[0155] Step S104 , for the specific function currently undertaken by the vehicle, according to the current cargo status and the task requirements corresponding to the vehicle function, taking into account the limitations of the vehicle's driving and torque variation capabilities, calculate the current vehicle control adjustment reference value.

[0156] In this embodiment, the vehicle-mounted terminal calculates the final force or angle vector of the vehicle on the cargo based on the unique function of the vehicle at the current moment determined by the transportation strategy and the different mission objectives of the vehicle on the cargo under this function. Combined with the existing force and relative posture information between the vehicle and the cargo monitored by the on-board sensors, the target value of the change in the vehicle-cargo force (torque) required to achieve the final action state is determined through vector calculation. At the same time, taking into account the limitations of the vehicle's overall driving force and torque change rate, the reference adjustment value of the vehicle's action relationship with the cargo at the next moment is calculated. The specific steps will be described in detail later.

[0157] Step S105 : determining the next control instruction of the current vehicle according to the target driving force (torque) adjustment value information and in combination with the current vehicle driving model.

[0158] In this embodiment, the vehicle terminal distributes the target driving force and torque information for the vehicle at the support point to the cargo, as obtained in step S104, to the vehicle's drive system. This adjusts ride comfort based on the driving capabilities and driving forces of each vehicle's driving sources, achieving optimal matching of the target driving force and torque to each control unit. The specific steps will be described in detail later.

[0159] Based on the above scheme, we first analyze the mechanism of ant collaborative operation strategies and, in combination with the current state of delivery platform development, develop a strategy suitable for the coordinated transport of goods by delivery vehicles. This strategy then utilizes simple, consistent rules designed by single agents to achieve swarm intelligence. Next, we complete the deployment of collaborative detection devices and on-board sensors, initializing personalized model parameters and collaborative strategy parameters for vehicles at different locations. This reduces the number of sensors and energy consumption, while ensuring the full and safe utilization of friction on the cargo surface. For the ego vehicle, based on the current functional objectives determined by the strategy, combined with on-board sensor data and safety considerations, we determine the adjustment of the vehicle's driving force (torque), ensuring the practicality of overall motion, cargo safety, and smooth control. Finally, by constructing a force (torque) distribution model and an optimal control model, we achieve the matching of the total driving force (torque) to the control variables of each driving source. This method, based on research on ant swarm transport, does not rely on wireless electronic communication and has no upper limit on fleet size. It prioritizes vehicle collaboration and cargo safety, and achieves collaborative cargo transport through simple, individual rule design.

[0160] Optionally, combining the efficiency advantage of outstanding leaders with the high degree of coordination and group decision-making mechanism of ant transport, a vehicle collaborative transportation strategy is established for the characteristics of multi-vehicle collaborative transportation of large components, and the strategy parameters are initialized, such as Figure 3 Shown, including:

[0161] In step S201, by drawing on the guidance strategy of efficient individuals and combining it with the division of labor mechanism of ant collaborative transportation, and taking into account the functional characteristics of the existing transportation platform, different functional categories of vehicles are designed to realize vehicle division of labor.

[0162] In this embodiment, inspired by the high coordination rate and simple strategy of ant colonies in transporting large items, combined with the strong guidance capabilities of efficient individuals, and considering the functional characteristics of existing carrier platforms that both drive and carry, the group path solving, tracking, support, driving, collision avoidance, and posture solving functions are separated and reorganized to form a functional system for the vehicle. Specifically, the functional separation is as follows:

[0163] ① Global path solving. Ant colonies use long-distance pheromones to mark the global path of food transportation. However, for delivery vehicles, releasing pheromones from every vehicle is inefficient and difficult to implement. Therefore, it is more appropriate to let a single or multiple vehicles that do not touch the cargo complete the path exploration.

[0164] ② Single-unit navigation. Ants use fragmented pheromones to identify their next movement direction, and these pheromones are only valid for a certain period of time. Therefore, ants must constantly leave the cargo to find a path to update local ant path information. However, for current delivery vehicles, if they frequently separate from the cargo during transportation and then reconnect, and travel back and forth to the destination in front of the cargo, this not only exceeds the capabilities of existing technology but also poses a major challenge to the safety of the cargo. The solution is: once all vehicles involved in the transport begin transporting, they will no longer be separated from the cargo. The driving and guidance direction of the single unit is determined by the position of the exploration vehicle ahead in its field of view.

[0165] ③ Single-unit drive. At the same time, some ants lift the cargo while others pull it. This strategy cannot be directly applied to vehicle-assisted cargo transport because vehicles often have both traction and support capabilities. Longitudinal support does not consume much energy, so vehicles that both pull and lift are more efficient for cargo transport.

[0166] ④ Cluster collision avoidance. When an ant colony transporting food encounters an obstacle, it will collide with it and then slide along the obstacle's surface due to inertia, then change position and collide again. In cargo transport, a safety distance can be set to prevent damage. When the distance between a vehicle and an obstacle reaches the safety distance, some vehicles involved in the transport will move in the opposite direction of their speed to prevent the cargo from approaching the obstacle.

[0167] ⑤ Cluster Posture Solving. With the above four functions, ant colonies can already achieve clustered food transport over relatively wide routes. However, in some special scenarios, food can only pass through narrow spaces in a certain posture. To avoid the problem of food always moving towards the target, which makes posture adjustment difficult, the ant colony will occasionally use random deviations to solve the problem. In cargo transportation, the design of random driving forces can also help improve this situation.

[0168] To ensure that each vehicle has only one function at a time, after reorganizing the above functions, the results are as follows:

[0169] ① Guidance. If the current vehicle is completely detached from the cargo, it will perform the guidance function, achieving global path planning and remaining within the visible distance of the cargo. If a vehicle ahead is already performing the guidance function, the remaining detached vehicles will not repeat the guidance. This vehicle has a special marking on the side facing the cargo. Other cargo-carrying vehicles can perform the guidance function by detecting and following this special marking. Furthermore, since the guidance vehicle is unrelated to the cargo, it can be replaced by any object that understands the global path, such as a drone, a car, or a person.

[0170] ② Following function: A vehicle performing a following function only supports the cargo. The movement of the vehicle's center of mass and the support point are basically synchronized, and there is no horizontal interaction force between the vehicle and the cargo at the support point.

[0171] ③ Driving function. The vehicle performing the following function not only supports the cargo but also exerts an active horizontal force on the cargo at the support point. In this state, if the vehicle detects the position of the leading vehicle in front of the cargo, the direction of the force is directed from the vehicle's center of mass toward the special marker on the leading vehicle. If no leading vehicle is detected, a random direction is selected as the ideal driving force direction.

[0172] ④ Guarding function. The guarding function is similar to the driving function, except that the direction of the driving force is determined by the relationship between the vehicle's center of mass velocity and the obstacle surface in the velocity direction. The tangent line between the center of mass velocity and the direction of the ideal driving force of the guarding vehicle in the velocity direction of the obstacle surface satisfies the refraction theorem.

[0173] In addition, to reduce the complexity of path planning caused by different routes for vehicles and cargo, all carrying vehicles adopt the following strategy:

[0174] During transportation, the vehicle and cargo are connected through the collaborative detection device proposed in this patent. The vehicle and cargo can rotate relative to each other with almost no damping. The horizontal rotation angular displacement of the vehicle relative to the cargo is detected in real time through the on-board sensors, and the vehicle's own torque is controlled to adjust the vehicle's posture, so that the posture of the vehicle's coordinate system relative to the cargo coordinate system is always kept within a small error range compared to the initial relative posture.

[0175] Step S202: Analyze the scale robustness mechanism of ant collaborative transportation, formulate a set of widely applicable single-unit transportation rules, and initialize strategy parameters to achieve the upgrade from single-unit intelligence to swarm intelligence.

[0176] In this embodiment, ant colony collaborative transport uses a special strategy to ensure that the success rate is not affected by the size of the team. By analyzing this strategy, a set of consistent transport rules applicable to individual vehicles is formulated, under the premise that the support point position is always maintained during the transportation process of the carrying vehicle. The relevant parameters of the strategy are initialized, and the individual functions are transformed into swarm intelligence. Step S201 realizes the separation of ant colony functions and reorganization of them in the context of vehicles. This step considers the distribution of functions among the participating collaborative transport vehicles. The details are as follows:

[0177] ① Ants' unique strategy: Each ant stays on the target for less than 30 seconds, then changes position and acts on the target object again; during the time it stays on the food, it first actively pulls the food for a while according to its own judgment, and then exerts force according to the actual movement direction of the point of action;

[0178] ② Mechanism Analysis: The single agent's "active pull -> follow -> position change" cycle strategy aims to ensure that it can obtain a full range of visual information about the cargo over a long period of time, thereby achieving omnidirectional driving of the cargo.

[0179] The strategy is as follows:

[0180] ① To ensure full coverage of the entire large cargo, at least three vehicles are required to participate in the coordinated transport, and all driving vehicles are evenly arranged around the edge of the cargo in a circular pattern. This allows the cluster to obtain full-view information.

[0181] ② Vehicles at the edge of the cargo can sense external obstacles and perform following, driving, and guarding functions, while vehicles inside only play a supporting role.

[0182] ③ To ensure that cargo edge vehicles can respond to the external environmental information they perceive over a long period of time, each edge vehicle is assigned the following and driving functions, and a function selection is made every time interval T0. The probability of switching to the following function is P, and the guarding function is triggered only when the safe time distance between the vehicle and the obstacle is less than the set value Ts.

[0183] Figure 4It shows a way to arrange a fleet. There is a moving object (can be a car or a person) in front of the fleet, who is carrying a special item (can be a QR code or a special light source or other special marker); the irregular dotted shape describes the outer edge of the cargo, the small triangle and small circle inside the polygon represent the support point position, the rectangle centered on the small triangle or small circle represents the transport vehicle, the center of the following vehicle is the small circle, and the centers of other vehicles are triangles. Assuming the probability P is 0.2, almost at every moment, 20% of the edge vehicles are driving vehicles (triangle signs) and 80% of the edge vehicles are following vehicles (circular signs). When a special item performing a guiding function is detected in the perspective of the driving vehicle (triangle sign), the direction of the driving force points to the special item. According to the principle of force balance, the cargo will eventually move towards the special item, such as Figure 4 Speed ​​direction; Figure 4 As shown in Figure 2, when the edge vehicle detects that the wall enters the range of Ts, it switches to the guard function and the direction of the force changes, as shown in Figure 2. Figure 4 As shown by the middle arrow, the cargo is driven according to the law of reflection of light, causing it to rotate and adjust its position to bypass the wall; the following vehicle always keeps the same speed as the cargo, and the direction of the driving force is consistent with the movement direction of the cargo support point.

[0184] To facilitate understanding of the role switching process, Table 1 uses five marginal vehicles, one non-marginal vehicle, and one non-transport vehicle as examples to show the role changes of each vehicle over four T0 cycles. Vehicles 3 and 4 detect an obstacle entering their safe time range at time 3.1*T0 and switch to the escort role. At time 3.3*T0, they exit the safe time range and their roles change back to the mode specified by probability.

[0185] Table 1. Example table of functional switching of collaborative transportation methods

[0186]

[0187] Optionally, based on the position of the vehicle support point in the formation, the strength of the cargo at the support point, and the relative position information of adjacent support points in the vehicle coordinate system, the coordinated detection device and sensor deployment are initialized, including:

[0188] Step S301: Determine the deployment plan of the vehicle-mounted sensors according to the current position of the vehicle in the formation.

[0189] In this embodiment, the vehicle terminal selects the type and location of the enabled vehicle sensors based on the position of the vehicle in the formation, thus streamlining the sensor layout. For the purpose of driving and following, all transport vehicles are equipped with cooperative detection devices (with angle encoders); for edge vehicles, since they may have driving and escort functions, IMUs and perception sensors are uniformly installed on the outer side facing the cargo. Figure 4As shown, the small, thick lines near the edges of the rectangle represent the locations of the vehicle's perception sensors (which could be solid-state radar or fisheye cameras) around the vehicle. The IMU and collaborative detection device are installed on the vehicle near the small triangle or circle. This approach can save sensor costs and energy consumption. In particular, this strategy is also applicable to fully homogeneous vehicles, meaning that all vehicles are covered with perception sensors on all sides, with the IMU, collaborative detection device, and angle encoder located at the center of mass. Simply enable the required sensors during layout initialization or process only the data from the illustrated sensors.

[0190] Step S302: Determine the parameters of the cooperative detection device based on the layout of the transport vehicle under the cargo and the strength information of the cargo at the support points, and complete the deployment of the cooperative detection device.

[0191] In this embodiment, the vehicle-mounted terminal uses known prior information or self-perception information to determine the convoy formation and the position and posture of each vehicle in the convoy. Based on the friction coefficient between the load plate and the cargo, the load distribution during flat travel, and the average shear stress of the cargo near the support point, the vehicle-mounted terminal manually or automatically determines parameters such as the elastic modulus of the spring group and the diameter of the load plate in the collaborative detection device, thereby completing the determination of the variable parameters of the collaborative detection device and the deployment of the instrument. The load distribution during flat travel refers to the amount of support force exerted by each vehicle on the cargo in an ideal, stationary, non-slope condition.

[0192] Specifically, convert it into a mathematical problem, the calculation process is as follows:

[0193] It is known that the current fleet has N vehicles. For the i-th vehicle, the friction coefficient between the load plate and the cargo is μ i , support force for goods N i , the average shear stress of the cargo at the supporting surface τ i , the coordinate of the support point in the cargo coordinate system is P i (x i ,y i ), the radius of the inscribed circle of the hexagonal sleeve under the bearing plate is R ia (a stands for active), the radius of the inscribed circle of the central hexagonal hole of the fixing plate is R if (f stands for fixed), and assume that the upper limit of the vehicle's driving force is much greater than the maximum friction force at the cargo support point. Solve for the carrier plate diameter D i and the elastic modulus E of the spring group of the current cooperative detection device i .

[0194] The solution formula is as follows:

[0195] n is 1→N(1)

[0196] D i1Represents the current carrier plate diameter obtained under the geometric constraints so that the i-th vehicle does not collide with adjacent carrier plates.

[0197] F imax =μ i ·N i (2)

[0198] F imax It represents the maximum driving force that the i-th vehicle can provide to the cargo through the load plate, with friction as the limit.

[0199]

[0200] D i2 Represents the maximum effective diameter of the carrier plate of the i-th vehicle with friction as the boundary.

[0201] D i =min{D i1 ,D i2} (4)

[0202] D i Represents the maximum effective diameter of the carrier plate of the i-th vehicle considering both the friction boundary and the geometric constraints.

[0203] E i =K*F imax / {2·(R if -R ia )} (5)

[0204] E i It represents the minimum reference value for the spring elastic modulus selected in the cooperative detection device of the i-th vehicle, and K is the safety factor (K>1).

[0205] By using an elastic modulus greater than E i The spring dynamometer and the upper support surface diameter are smaller than D i The deployment of the collaborative detection device can be completed by replacing the corresponding components in the collaborative detection device with the support plate.

[0206] Optionally, obtain the interaction between the current vehicle and cargo, the position of the target relative to the vehicle, the vehicle's speed information, and obstacle data in the direction of speed during transportation, including:

[0207] Step S401 , using the force and angle data output by the vehicle status monitoring device, obtain the interaction information between the vehicle and the cargo during the transportation process, and calculate the angular displacement and the magnitude and direction of the resultant force between the vehicle and the cargo.

[0208] In this embodiment, the vehicle-mounted terminal obtains the real-time data stream of the spring dynamometer group and the angle encoder in the cooperative detection device sub-terminal. After noise reduction processing, the data is comprehensively analyzed and converted into the angular displacement and resultant force information between the vehicle and the cargo. The cooperative detection device here refers to the cooperative detection device of the current vehicle, and its parameters are determined by step S201. The cooperative detection device has multiple spring dynamometers and an encoder. One end of the encoder is synchronized with the vehicle body and the other end is synchronized with the cargo. The relative movement of the vehicle and the cargo during transportation includes the rotation of the vehicle around the cargo and the horizontal movement of the vehicle's center of mass (which is also the support point) relative to the cargo support center (the axis of the load-bearing plate), which is manifested here as the angular displacement of the encoder and the magnitude and direction of the spring combined force.

[0209] The details are as follows:

[0210] The calculation formula for "rotation angle data" is:

[0211] θ i(t)r =θ i(t) -θ i(0) (6)

[0212] θ i(t)r is the counterclockwise rotation angle of the cargo coordinate system under the body of the i-th vehicle at time t, θ i(t) is the monitoring value of the angle encoder of the i-th vehicle at time t, θ i(0) is the monitoring value of the angle encoder of the i-th vehicle when the formation is initialized.

[0213] The calculation formula for "the magnitude and direction of the force at the connection" is:

[0214]

[0215] The body system is established according to the direction of the vehicle's front. The positive direction of the x-axis corresponds to the spring dynamometer No. 0, and the spring dynamometers No. 0 to No. 5 are marked in the clockwise direction. The pressure of the spring dynamometer No. j on the i-th vehicle at time t is recorded as F i(t)jr (i=0,1,2,…,5), the positive direction is as follows Figure 5 As shown, is the angle between the horizontal force of the cargo on the vehicle at the connection point of the i-th vehicle at time t and the x-axis of the vehicle body, and its value range is [-Π, Π]. i(t)r is the magnitude of the resultant horizontal force exerted by the cargo on the vehicle at the connection of the i-th vehicle at time t.

[0216] Step S402 : obtaining the coordinates of the target position in the vehicle body system in real time through the vehicle-mounted sensor, and calculating the real-time angle of the target position in the vehicle body system.

[0217] In this embodiment, the vehicle terminal uses the vehicle sensing equipment (such as radar and camera) to identify the characteristics of the special marker in the field of view, thereby calculating the coordinates of the center of the special marker in the vehicle body system, and then calculates the real-time angle of the target position relative to the vehicle body system based on the coordinates of the center of the special marker in the vehicle body system. This step is only for actively driven vehicles, such as when the sensor recognizes the special marker in the field of view (for example, Figure 4 The special light source center of the logo is (x i(t)light ,y i(t)light ), the angle in the body system is calculated as follows:

[0218] ζ i(t) =H(x i(t)light ,y i(t)light ) (12)

[0219] If the sensor does not recognize the special mark in the field of view (e.g. Figure 4 ), then a direction is randomly selected:

[0220] ζ i(t) =-π+2πU (13)

[0221] In summary:

[0222]

[0223] Among them, U is a random number uniformly distributed in the interval [0, 1], ζ i(t) Represents the angle between the vector formed by the current vehicle's center of mass and the target (or imaginary target if no target is identified) and the positive x-axis in the current vehicle body system.

[0224] Step S403: obtaining the real-time speed information of the current vehicle and the surrounding obstacle information through the vehicle-mounted sensor, centrally extracting the obstacle data in the real-time speed direction and calculating the current time distance.

[0225] In this embodiment, the vehicle terminal obtains the real-time speed information of the current vehicle through the vehicle IMU sensor, obtains the obstacle point cloud data through the vehicle radar, and extracts the obstacle point cloud data in the direction according to the vehicle speed direction. The vehicle IMU is installed at the center of mass of the vehicle, and the coordinate system of the vehicle IMU is ensured to be consistent with the vehicle speed. Figure 6 The vehicle body is overlapped to avoid coordinate conversion. After Kalman filtering, the x-direction and y-direction velocities of the IMU are obtained and recorded as V i(t)x ,V i(t)y The radar point cloud data is the scattered coordinates of the nearby obstacle surface obtained by the radar installed on the periphery of the peripheral transport vehicle. After denoising and filtering, the obstacle surface in the current center of mass velocity direction is extracted through regional growing and converted to the vehicle body system, which is reflected as follows: Figure 6 The results shown.

[0226] By V i(t)x ,V i(t)y The absolute velocity V can be obtained by calculation i(t)obs and the angle ψ between the velocity and the body system i(t)obs The calculation method is similar to step S401, and finally the nearest obstacle point in the speed direction is obtained (denoted as point P (x iobs(t) ,y iobs(t) ))’s neighborhood radius δ point cloud collection Points i(t)(k) .like Figure 5 The obstacle surface curve enclosed by the dashed circle with point P as the center.

[0227] The time interval is calculated as follows:

[0228]

[0229] The triggering condition of the guard function is T igap ≤T min , where T min It is an artificially set safety time interval threshold. When the time interval is less than or equal to it, the edge vehicle is temporarily transformed into a guard vehicle until the condition is no longer met.

[0230] Optionally, for the specific function currently undertaken by the vehicle, based on the current cargo status and the mission requirements corresponding to the vehicle function, taking into account the limitations of the vehicle's drive and torque variation capabilities, the current vehicle control adjustment reference value is calculated, including:

[0231] Step S501 : For all load-carrying vehicles, during the transportation process, based on the relative rotation information between the vehicle and the cargo, combined with the torque adjustment capability of the vehicle, a reference value of the target driving torque change required by the vehicle at the cargo support point at the next moment is calculated.

[0232] In this embodiment, the vehicle terminal torque calculation module uses the counterclockwise rotation angle of the cargo coordinate system under the i-th vehicle body at time t obtained in step S301. To ensure that the relative position between the current vehicle and the cargo remains at its initial state, it is necessary to combine the vehicle's torque change limit with the control rate to return the counterclockwise rotation angle of the cargo coordinate system under the i-th vehicle body to zero within a relatively short period of time. This embodiment uses PID control to directly output the torque of the vehicle relative to the cargo, calculated as follows:

[0233] The torque parameters are generated using a PID controller:

[0234]

[0235] Meet the torque control rate upper limit condition:

[0236] ▲M i(t) ≤▲M imax(17)

[0237] Therefore:

[0238]

[0239] Among them, θ i(t)r is the true angular displacement of the i-th vehicle measured by the cooperative detection device at time t; ▲M i(t) It is the torque of the current vehicle rotating counterclockwise relative to the cargo coordinate system at time t, and is also the reference value of the target driving torque change required by the vehicle at the cargo support point at the next moment; T is the cycle of the control instruction; ▲M imax K is the maximum torque variation of the vehicle within a control cycle. This value takes into account the smoothness of the motion and the safety of the vehicle. iMP ,K iMI ,K iMD are the parameters of the PID controller, obtained through experience.

[0240] Step S502: for the following functional vehicle, based on the interaction force information between the vehicle and the cargo and combined with the current vehicle's driving adjustment capability, determine a reference value of the change in the relative driving force of the current vehicle at the next moment in the cargo coordinate system.

[0241] In this embodiment, the vehicle-mounted terminal follows the functional driving force calculation module, which converts the resultant force information between the vehicle and the cargo obtained in step S401 into the target reference value of the driving force of the current vehicle in the cargo coordinate system, combined with the upper limit of the change value of the vehicle's driving ability. The resultant force information between the vehicle and the cargo is the magnitude and direction of the loosely coupled force through the collaborative detection device. The existence of this force is caused by the fact that the direction or magnitude of the vehicle movement and the cargo movement speed at the current support point are not synchronized. In order to ensure the synchronization of the two, the cargo will provide a force to the vehicle at the support point to increase or decrease its acceleration or speed. While keeping the two synchronized, changing the driving force provided by the vehicle itself can reduce the magnitude of the force between the vehicle and the cargo. The direction of the driving force should be consistent with the direction of the current cargo force on the vehicle, and the magnitude should be determined by the driving increase capability and the control rate. According to the magnitude and direction of the force, the value that the vehicle should change based on the current force can be calculated. PID is also used for control. The specific calculation is as follows:

[0242]

[0243] satisfy:

[0244] ▲F i(t) ≤▲F imax (20)

[0245] Therefore:

[0246]

[0247] in, is the angle between the resultant force direction of the i-th vehicle at time t and the x-axis of the vehicle body, and its value range is [-π, π]. i(t)r is the magnitude of the combined pressure at the connection of the i-th vehicle at time t. T is the cycle of the control instruction; ▲F imax K is the maximum driving force change of the vehicle within one control cycle of the current vehicle. iSP ,K iSI ,K iSD The parameters of the PID controller are obtained through experience. i(t) and K is the change value of the driving force control item at the current moment. iFP is the proportion of the following function PID controller, K iFI K is the integral of the following function PID controller, iFD is the differential coefficient of the following function PID controller.

[0248] In step S503, internal and external constraints are established for the driving vehicle based on the vehicle's driving capability and the support point safety margin. The direction of a specific landmark object in the vehicle's field of view serves as a guide for future driving. Based on the control strategy, a reference value for the change in driving force at the next moment is output.

[0249] In this embodiment, the driving force calculation module of the vehicle terminal driver function establishes force constraints through the pre-entered material strength constraint information at the support point and the current vehicle's driving force change threshold. The reference value of the driving force change at the next moment is calculated based on the real-time angle of the target position relative to the vehicle body obtained in step S402, combined with certain control rules. Since the ultimate goal is to make the current vehicle completely abandon its current state of motion and drive in a certain direction of the target, the force triangle synthesis method is used here to gradually transfer the force to the new direction, and the control rate adopts PID control. The calculation process of the force change is as follows:

[0250] The average shear stress of the cargo obtained in step S403 is τ i , the diameter of the current vehicle carrier plate is D i The real-time angle of the target position relative to the vehicle body obtained in step S402 is ζ i(t) .

[0251] Constraints:

[0252] ① Force safety constraint (the resultant force of the current relative force and the change cannot exceed the upper limit of the material of the cargo support point):

[0253]

[0254] ② Force change constraint (the change in relative force cannot exceed the upper limit of the drive adjustment within one control cycle):

[0255]

[0256] like Figure 7 As shown, F i(t)goal SF·τ represents a force in the same direction as the target and equal to the safety threshold i ·D i 2 The target relative force, F i(t)r Represents the measured relative horizontal force between the vehicle and cargo at the current moment, ▲F i(t) Represents the relative force control change at the current moment, F i(t) ' represents the reference value of the relative force between the vehicle and the cargo at the next moment. i(t)r Always keep the radius SF·τ i ·D i 2 The safety circle, so no matter ▲F i(t) Take the length of the dashed line ▲F less than the length of the dashed line in the figure i(t)goal The length of any vehicle will eventually lead to the relative force F between the vehicle and the cargo. i(t) 'The radius is always smaller than the safety circle radius, so the force safety constraint is "non-restricted constraint" and is not considered.

[0257] Depend on Figure 7 It can be seen that the ideal driving force change is:

[0258]

[0259] Therefore:

[0260]

[0261] Design the PID controller as follows:

[0262]

[0263] Among them, K iDP ,K iDI ,K iDD The parameters of the PID controller for the driving function are obtained through experience.

[0264] In step S504, internal and external constraints are established for the escort vehicle based on its driving capability and the safety margins of its support points. By simulating collisions and applying the principle of reflection, the future driving direction is determined. Combined with the control rules, a reference value for the change in driving force at the next moment is output.

[0265] In this embodiment, the driving force calculation module of the vehicle terminal guard function establishes force constraints through the pre-entered material strength constraint information at the support point and the current vehicle's driving force change threshold. According to the vehicle speed information and the obstacle point cloud set in the speed direction obtained in step S403, the obstacle surface equation in the speed direction is calculated by local curve fitting. According to the coordinates of the obstacle's predicted collision point and the tangent equation, the direction of the target guard force is obtained in combination with the reflection theorem; with the driving acceleration and deceleration capability and the cargo stiffness constraint as the boundary, the size of the target guard force is obtained; and the next force change information is planned according to the control rate. This example also uses PID control, and the specific calculations are as follows:

[0266] Constraints:

[0267] ① Force safety constraint (the resultant force of the current relative force and the change cannot exceed the upper limit of the material of the cargo support point):

[0268]

[0269] ② Force change constraint (the change in relative force cannot exceed the upper limit of the drive adjustment within one control cycle):

[0270]

[0271] Similar to step S503 , the force safety constraint is a “non-restrictive constraint” and is not considered.

[0272] Step S403 outputs the total velocity V of the vehicle in the current vehicle coordinate system i(t)obs and angle ψ i(t)obs , and the velocity vector (V i(t)x ,V i(t)y ), and the nearest obstacle point in the direction of velocity (denoted as point P (x iobs(t) ,y iobs(t) ) point cloud collection Points i(t)(k) ={(x1,y1),(x2,y2),…,(x n ,y n )}, n is the number of points).

[0273] like Figure 8 As shown, first, through the quadratic polynomial y = ax 2 +bx+c fitting to calculate the tangent line L:

[0274] X T Xβ=X T Y (33)

[0275] in,

[0276] Substituting the point cloud set into the above formula, the equation of the tangent line L can be calculated. The tangent line equation in the direction of vehicle speed is as follows:

[0277] yy iobs(t) =(2ax iobs(t) +b)(xx iobs(t) ) (34)

[0278] Convert it to A i x+B i y+C i =0, then:

[0279]

[0280] The velocity vector is (V i(t)x ,V i(t)y ), in order to ensure the ideal force F i(t)goal The velocity vector satisfies the reflection theorem, that is, the angle of incidence is equal to the angle of reflection, then:

[0281]

[0282] F i(t)goal =SF·τ i ·D i 2 (38)

[0283]

[0284] (F i(t)goalx ,F i(t)goaly ) is the ideal driving force vector of the target vehicle on the cargo based on the current state; F i(t)goal Indicates the size of the ideal driving force, Represents the direction of the ideal driving force of the vehicle on the cargo.

[0285] Based on the ideal driving force and the current vehicle-cargo interaction force, and based on the driving force change, calculate the target change in the vehicle-cargo interaction force, similar to the previous step:

[0286] The ideal driving force change is:

[0287]

[0288] Therefore:

[0289]

[0290] Design the PID controller as follows:

[0291]

[0292] The direction of force and The same. Among them, K iWP ,K iWI ,K iWD To protect the function of the PID controller parameters, obtained through experience.

[0293] Optionally, according to the target driving force (torque) adjustment value information and in combination with the current vehicle driving model, determining the next control instruction of the current vehicle includes:

[0294] Step S601 : constructing a force and torque distribution model of the current vehicle, and establishing a driving constraint equation for each driving source adjustment amount based on the underlying force (torque) information of the vehicle at the current moment.

[0295] In this example, the on-board terminal force (torque) distribution module establishes the relationship between each control module and the vehicle drive force (torque) adjustment value based on the vehicle drive force (torque) adjustment value output by the on-board final drive force calculation module, combined with the vehicle mechanical model. Based on the control change value and the control force (torque) upper limit of each drive module, the control adjustment value equality and inequality constraint equations are established.

[0296] The details are as follows:

[0297] Taking a 45° McDonnell Douglas four-wheel drive vehicle as an example, a rectangular coordinate system is established along the direction of the vehicle head. Figure 9 As shown, the wheels are marked as 1, 2, 3, and 4, and the wheelbase is B i , wheelbase is L i , the driving force information of each wheel at the current time t can be obtained through the chassis controller feedback, which is recorded as F i(t)(k)absr (k is 1, 2, 3, 4), the positive direction of the force is Figure 9 The arrows on each wheel point to the direction shown in the figure. The change in the overall driving force of the vehicle calculated in the above steps is ▲F i(t) , the direction is Driving force F absimin The change in moment is ▲M i(t) Assume that the power unit of each wheel is the same and the driving force threshold of each wheel is F absimax The driving force change threshold within a control cycle is ▲F absimax , then the force variation of each wheel is ▲F i(t)(k) The following constraints should be met:

[0298] ① Constraints on the upper and lower bounds of the driving force:

[0299] -F absimax ≤▲F i(t)(k) +F i(t)(k)absr ≤F absimax (46)

[0300] ② Driving force adjustment constraint:

[0301] -▲F absimax ≤▲F i(t)(k) ≤▲F absimax (47)

[0302] ③ Constraints on the change of resultant force:

[0303]

[0304] ④ Constraints on the change of resultant moment

[0305]

[0306] Step S602: Establishing an optimal control model, taking the target driving force and target driving torque information as input, and combining the driving constraint equations of each driving source to achieve matching of the total driving force (torque) to the control information of each driving source;

[0307] In this example, the vehicle terminal force (torque) distribution module establishes a cost function based on the control adjustment constraint equation established in the previous step, with the goal of minimizing the overall control adjustment of the driving source. It then solves the problem using a solver and outputs the adjustment of each controller. The details are as follows:

[0308] Objective function:

[0309]

[0310] Since the objective function and constraints are both convex sets, they can be solved with solvers (such as OSQP, IPOPT, etc.).

[0311] Based on the above scheme, the vehicle's overall driving force is distributed to each drive device through the vehicle's actual configuration and driving force (torque) synthesis method, ensuring that each drive device can achieve its goal with minimal changes.

[0312] In one embodiment, Figure 10 As shown, a coordinated transportation control device is provided, comprising:

[0313] Decision Generation Module 701: This module is used to design different functional categories of vehicles and implement vehicle division of labor by drawing on the guidance strategies of efficient individuals, combining the division of labor mechanism of ant collaborative transport, and taking into account the functional characteristics of existing transport platforms;

[0314] Device initialization module 702: used to initialize the collaborative detection device and sensor deployment based on the position of the vehicle support point in the formation, the strength of the cargo at the support point, and the relative position information of adjacent support points in the vehicle coordinate system;

[0315] Data acquisition module 703: used to obtain the interaction between the current vehicle and cargo during transportation, the position of the target relative to the vehicle body, the speed information of the vehicle and the obstacle data of the speed direction;

[0316] Force (torque) calculation module 704: used to calculate the current vehicle control adjustment reference value based on the specific function currently performed by the vehicle, the current cargo status and the task requirements corresponding to the vehicle function, and considering the limitations of the vehicle's driving and torque change capabilities;

[0317] The driving distribution module 705 is used to adjust the reference value information according to the target driving force (torque) and determine the next control instruction of the current vehicle in combination with the current vehicle driving model.

[0318] On the other hand, an embodiment of the present invention further provides a computer-readable storage medium, which stores computer-executable instructions. The computer-executable instructions are used to enable a computer to execute the above collaborative transportation method.

[0319] Those skilled in the art will appreciate that all or some of the steps and systems in the method disclosed above can be implemented as software, firmware, hardware, and appropriate combinations thereof. Some physical components or all physical components can be implemented as software executed by a processor, such as a central processing unit, a digital signal processor, or a microprocessor, or implemented as hardware, or implemented as an integrated circuit, such as an application-specific integrated circuit. Such software can be distributed on a computer-readable medium, and the computer-readable medium can include computer storage media (or non-transitory media) and communication media (or temporary media). As known to those skilled in the art, the term computer storage media is included in any method or technology for storing information (such as computer-readable instructions, data structures, program modules, or other data) and is volatile and non-volatile, removable, and non-removable. Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory, or other memory technology, CD-ROM, digital versatile disks (DVD), or other optical disk storage, magnetic cassettes, magnetic tapes, disk storage, or other magnetic storage devices, or any other medium that can be used to store desired information and can be accessed by a computer. Furthermore, as is well known to those skilled in the art, communication media typically embodies computer-readable instructions, data structures, program modules, or other data in a modulated data signal such as a carrier wave or other transport mechanism, and may include any information delivery media.

[0320] The preferred embodiments of the present invention are described above with reference to the accompanying drawings, but are not intended to limit the scope of the present invention. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and essence of the present invention should be within the scope of the present invention.

Claims

1. A collaborative transportation method, characterized in that: The collaborative transportation method comprises the following steps: Design vehicle function categories and function triggering mechanisms; Determine the deployment of cooperative detection devices and sensors based on the vehicle's location information and obtain deployment information; acquiring transportation monitoring data according to the deployment information; obtaining control adjustment reference value information based on the transportation monitoring data; A control instruction for collaborative transportation is determined according to the functional category, the functional trigger mechanism and the control adjustment reference value information.

2. The collaborative transportation method according to claim 1, characterized in that: The design of the vehicle's functional category and functional triggering mechanism includes the following steps: Obtain information about the division of labor mechanism for ant collaborative transport; According to the division of labor mechanism information of the ant collaborative transport, combined with the vehicle platform information, the functional categories of the vehicle are obtained; the functional categories include guiding function, following function, driving function, and guarding function; According to the functional categories, the scale robustness mechanism of collaborative handling is analyzed and the functional triggering mechanism is obtained.

3. The collaborative transportation method according to claim 1, characterized in that: The method of determining the deployment of the cooperative detection device and the sensor deployment based on the vehicle's location information and obtaining the deployment information includes the following steps: Get the position information of the vehicle in the formation; Determining sensor deployment data based on the location information; Obtain information on the layout of the transport vehicle under the cargo and the strength of the cargo at the supporting points; Determine the parameters of the cooperative detection device based on the layout of the transport vehicle under the cargo and the strength information of the cargo at the support point, and obtain the deployment data of the cooperative detection device; The data of the sensor deployment and the data of the cooperative detection device deployment are used as the deployment information.

4. The collaborative transportation method according to claim 1, characterized in that: The step of obtaining the transport monitoring data according to the deployment information includes the following steps: According to the deployment information, current interaction information between the vehicle and the cargo during transportation is obtained through force and angle data output by the on-board status monitoring device, and the magnitude and direction of the angular displacement and the resultant force between the vehicle and the cargo are calculated to obtain first processed data; acquiring the coordinates of the target position in the vehicle body system online through the vehicle-mounted sensor according to the deployment information, calculating the current angle of the target position in the vehicle body system, and obtaining second processed data; According to the deployment information, the linear speed information of the current vehicle and the surrounding obstacle information are obtained through the on-board sensor, obstacle data in the linear speed direction is centrally extracted and the current time distance is calculated to obtain third processed data; Transportation monitoring data is obtained according to the first processed data, the second processed data and the third processed data.

5. The collaborative transportation method according to claim 1, characterized in that: The step of obtaining control adjustment reference value information based on the transportation monitoring data includes the following steps: Calculating a reference value of a target driving torque change required of the load-carrying vehicle at a cargo support point based on the transport monitoring data and the relative rotation information between the load-carrying vehicle and the cargo; Determine, based on the transport monitoring data and the interaction force information between the following functional vehicle and the cargo, a reference value of a change in the relative driving force of the following functional vehicle in the cargo coordinate system; Based on the driving capability of the functional vehicle and the safety boundary of the support point, the first internal and external constraints are established; According to the first internal and external constraints, using the direction information of the preset landmark object in the vehicle's field of view as a guide for future driving, and according to the control strategy, obtaining a reference value of the driving force change of the driving function vehicle; Establish the second internal and external constraints based on the driving capability of the escort vehicle and the safety boundary of the support point; According to the second internal and external constraints, the future driving direction is determined by simulating a collision and applying the reflection principle, and a reference value of the driving force change of the escort vehicle is obtained in combination with the control law; The control adjustment reference value information is obtained based on the reference value of the target driving torque change required by the carrying vehicle, the reference value of the relative driving force change of the following function vehicle, the reference value of the driving force change of the driving function vehicle and the reference value of the driving force change of the escort function vehicle.

6. The collaborative transportation method according to claim 1, characterized in that: The step of determining the control instructions for the coordinated transportation according to the functional category, the functional trigger mechanism, and the control adjustment reference value information includes the following steps: constructing a force and torque distribution model of the current vehicle according to the functional category, the functional trigger mechanism, and the control adjustment reference value information; Establishing a driving constraint equation for each driving source adjustment amount based on the force and torque distribution model and the underlying driving force information of the vehicle at the current moment; Establishing an optimal control model, taking the target driving force and target driving torque information as input, combining the driving constraint equations of each driving source, and obtaining matching data of the total driving force and torque to the control information of each driving source; According to the matching data, a control instruction for the coordinated transportation is obtained.

7. A collaborative detection device for implementing the collaborative transportation method according to any one of claims 1 to 6, characterized in that: The collaborative detection device includes a carrying plate, a rotating shaft, a shaft sleeve, a fixing plate, an anti-slip plate, a fixing bolt, a stop bolt, and a spring dynamometer group; The carrying plate is connected to the rotating shaft; The shaft sleeve is sleeved on the rotating shaft; The fixing plate has a central through hole at its center and side through holes at its sides; The shaft sleeve is in the central through hole; The fixing bolt passes through the anti-slip plate and is connected to the rotating shaft; The stop bolt connects the spring dynamometer assembly and the side through hole; One end of the spring dynamometer group is connected to the shaft sleeve, and the other end is connected to the side through hole.

8. A collaborative transportation control system, for implementing the collaborative transportation method according to any one of claims 1 to 6, characterized in that: The system comprises: The first module is used to design the vehicle's functional categories and functional triggering mechanisms; The second module is used to determine the deployment of the cooperative detection device and the sensor deployment based on the vehicle's location information and obtain the deployment information; A third module is used to obtain transportation monitoring data based on the deployment information; A fourth module is used to obtain control adjustment reference value information based on the transportation monitoring data; The fifth module is used to determine the control instructions of the collaborative transportation according to the functional category, the functional trigger mechanism and the control adjustment reference value information.

9. The coordinated transportation control system according to claim 8, characterized in that: The system further comprises: Decision generation module: This module uses guidance strategies, combined with the ant collaborative transport division of labor mechanism and the functional characteristics of the transport platform, to design different vehicle functional categories and function triggering mechanisms, and obtain vehicle division of labor information; Device initialization module: used to initialize the collaborative detection device and sensor deployment based on the position of the vehicle's support point in the formation, the strength of the cargo at the support point, and the relative position information of adjacent support points in the vehicle's coordinate system; Data acquisition module: used to obtain the interaction between the current vehicle and cargo during transportation, the position of the target relative to the vehicle body, the vehicle's speed information and obstacle data in the speed direction; Force and torque calculation module: This module is used to calculate the current vehicle control adjustment reference value information based on the vehicle's current functional data, the current cargo status and the corresponding mission requirements of the vehicle's functions, combined with the vehicle's driving and torque change capability limitations; Drive distribution module: used to adjust the control adjustment reference value information according to the target driving force and torque, and determine the control instructions of the current vehicle at the next preset moment in combination with the current vehicle driving model.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer-executable instructions, and the computer-executable instructions are used to enable a computer to execute the coordinated transportation method according to any one of claims 1 to 6.

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