Transformation and cooperative operation method and system for modular control system of wire barrow

Abstract

The invention relates to the technical field of modular control systems, in particular to a transformation and cooperative operation method and system for a modular control system of a wire barrow, and the method comprises the following steps: obtaining tension data, calculating a change rate, comparing a critical interval related torque, calculating a power correction value, taking a position difference vector, calculating a deviation angle, and comparing a correction steering parameter; according to the method, the tension change rate is obtained to achieve dynamic trend recognition, the torque control response precision is improved, driving and steering parameters are comprehensively judged through the speed, the path deviation and the position difference vector, the advancing stability and the path consistency are improved, and the method has the advantages of being simple in structure, convenient to operate and high in practicability. Guiding deviation and steering correction comparison is combined, guiding precision is enhanced, an adjusting instruction is generated based on the real-time distance and the advancing direction, torque proportion correction is linked, it is guaranteed that the multi-vehicle distance is stable, signal fusion and real-time feedback improve the adaptability to interference and path changes, and the flexibility and safety of collaborative operation are enhanced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of modular control system, in particular to a method and system for modification and collaborative operation of a modular control system of a cable laying vehicle. BACKGROUND

[0002] The technical field of modular control system involves a technical method of combining and controlling functional units of industrial equipment in a standardized and replaceable manner, which includes the modular design of hardware units, the standardization of communication interfaces, the implementation of centralized and distributed control logic, and the collaborative operation strategy among multiple units. The methodological feature is to combine different functional units to form a complete system as needed by defining a unified interface and control protocol, and to coordinate and manage each module during operation by the control system. Among them, the traditional cable laying vehicle refers to a special transportation and cable laying equipment used to pull and lay cables along the set path during cable or optical cable laying. In view of the need for synchronous operation and collaborative control of multiple devices during operation, the traditional cable laying vehicle usually drives and controls through mechanical linkage devices in cooperation with a single master controller, and relies on manual signal transmission or wired connection to achieve operation synchronization and work cooperation between multiple vehicles.

[0003] The traditional cable laying vehicle relies on mechanical linkage and single master controller control in collaborative work, and the operation relies on physical connection and manual signal transmission, resulting in obvious delay in information response and difficulty in forming a precise feedback mechanism in multi-vehicle coordination. The current device lacks continuous monitoring of the tension change trend of the cable, and can only rely on static tension value for intermittent adjustment, making it difficult to adapt to the control lag caused by rapid fluctuations in tension under dynamic traction. The mechanical linkage structure is heavy in response when there is a slight deviation in the vehicle travel path or non-linear road conditions, making it difficult to achieve subtle adjustments based on actual path changes, resulting in problems such as deviation or overcorrection during cable laying. In the multi-vehicle queue operation scenario, the vehicle spacing control relies on manual observation or fixed connection relationship, and is prone to uneven distance or interference collision when facing turning or slope conditions, affecting the stability and safety of the overall operation. Path control, spacing coordination and torque adjustment cannot form a systematic closed-loop regulation, further limiting the efficiency and automation level of device operation, and revealing obvious lack of adaptability in the increasingly demanding engineering environment of multi-vehicle operation. SUMMARY

[0004] In order to solve the technical problems existing in the prior art, the present application provides a method for modification and collaborative operation of a modular control system of a cable laying vehicle, comprising the following steps: In order to achieve the above-mentioned purpose, the present application adopts the following technical scheme: a method for modification and collaborative operation of a modular control system of a cable laying vehicle, comprising the following steps: S1: Obtain the continuous tension value output by the cable tension sensor within a fixed sampling period, calculate the tension change rate, compare the tension change rate with the set critical range of cable tension change, and associate the comparison result with the current torque command value to generate a tension-torque correspondence table. S2: Based on the tension and torque correspondence table, call the real-time value of the speed detection signal, calculate the drive power correction value, collect the position coordinates of the vehicle and the vehicle in front obtained by the positioning signal and calculate the difference vector, calculate the path offset angle, prioritize the drive power correction value and the path offset angle, and generate the vehicle drive and steering control parameter group. S3: Call the vehicle drive and steering control parameter group, compare it with the current steering parameters, calculate the steering angle correction, and compare the updated steering parameters with the actual offset angle data of the guide component to generate a guide angle adjustment command; S4: Adjust the pointer according to the guide angle, collect the real-time value of the vehicle spacing detection signal, calculate the difference between the value and the desired vehicle spacing, combine the vehicle travel direction data to determine the spacing adjustment trend, and generate vehicle spacing adjustment parameters.

[0005] As a further embodiment of the present invention, the tension and torque correspondence table includes the tension change rate, the critical range of cable tension change, and the torque command value; the vehicle drive and steering control parameter group includes the drive power correction value, the path offset angle, and the priority judgment result; the steering angle adjustment command includes the steering angle correction amount, the updated steering parameters, and the actual offset angle data; and the vehicle spacing adjustment parameters include the difference from the desired vehicle spacing, the vehicle travel direction data, and the spacing adjustment trend.

[0006] As a further aspect of the present invention, the specific steps of S1 are as follows: S101: Obtain the continuous tension value sequence output by the cable tension sensor within a fixed sampling period, perform difference quotient calculation based on the difference between adjacent tension values ​​and the sampling time interval, and calculate the average value and perform dispersion statistics based on the quantity distribution of the difference quotient values ​​within the sampling period to generate a tension change rate sequence. S102: Based on the change rate values ​​in the tension change rate sequence, call the upper and lower limits of the critical interval of cable tension change, perform interval comparison on the values ​​respectively, identify the value items that do not meet the critical interval range, and count and record the position of the continuous time period of the identified items to obtain the tension offset segment distribution rate. S103: Based on the time position recorded in the tension offset segment distribution rate, call the torque command value within the corresponding time period, perform corresponding pairing for each tension offset and torque command value, and organize them into a structured table in chronological order to obtain the tension-torque correspondence table.

[0007] As a further aspect of the present invention, the specific steps of S2 are as follows: S201: Based on the tension and torque correspondence table, call the speed detection signal value within the corresponding time period, calculate the basic value of the driving power at the time point, and adjust the power result by combining the speed fluctuation characteristics and torque change trend to obtain the driving power correction value sequence. S202: Based on the time period corresponding to the drive power correction value sequence, collect the positioning signal coordinates of the vehicle and the vehicle in front, calculate the position difference vector between the time points, and calculate the spatial offset angle in combination with the vehicle driving direction to obtain the path offset angle sequence. S203: Call the drive power correction value sequence and path offset angle sequence, perform priority judgment based on the fluctuation range and trend of the two data, extract the vehicle acceleration and steering amplitude values, and establish the vehicle drive and steering control parameter group.

[0008] As a further aspect of the present invention, the specific steps of S3 are as follows: S301: Call the associated reference parameters in the vehicle drive and steering control parameter group, perform parameter comparison and trend judgment based on the difference between the current steering parameter value and the reference value, and generate steering angle correction amount; S302: Based on the changing characteristics of the steering angle correction, call the values ​​associated with the response characteristics in the original steering control parameter group, calculate the replacement values ​​of the control parameters through the adjustment strategy, and obtain the updated steering control parameter values; S303: Based on the output of the updated steering control parameter value, combined with the actual offset angle data of the guide component, perform a state comparison and trend matching judgment between the two sets of data, and generate a guide angle adjustment command.

[0009] As a further aspect of the present invention, the specific steps of S4 are as follows: S401: Based on the current value of the guide angle adjustment command, collect real-time numerical data of the vehicle spacing detection signal, obtain the set desired vehicle spacing value, call the two sets of numerical data to judge the degree of deviation, calculate the numerical error range corresponding to the degree of deviation, and generate the vehicle spacing deviation value. S402: Based on the offset magnitude in the vehicle spacing deviation value, call the real-time angle data of the vehicle's travel direction, determine the trend change relationship between the deviation direction and the travel direction, and continuously perform corresponding state judgments in conjunction with the change in the deviation direction to obtain the spacing adjustment trend parameters. S403: Based on the directional trend value and change stability index in the spacing adjustment trend parameters, call the previously obtained vehicle spacing deviation value to perform trend direction matching verification, and combine the directional consistency result and change magnitude index to perform control adjustment value calculation and generate vehicle spacing adjustment parameters.

[0010] As a further aspect of the present invention, the method further includes: S5: Call the vehicle spacing adjustment parameters and adjust them proportionally with the current drive output state, synchronize the adjusted torque output parameters with the torque execution command, and generate a set of control commands for the cable laying vehicle. The control instruction set for the wire-laying vehicle includes adjusted torque output parameters, torque execution commands, and drive output status.

[0011] As a further aspect of the present invention, the specific steps of S5 are as follows: S501: Call the vehicle spacing adjustment parameters and the torque output status value in the current drive, perform a proportional conversion operation based on the torque feedback coefficient reference value, perform a numerical merging operation based on the proportional conversion result and the torque output status value, and generate a torque conversion output value based on the calculation result; S502: Perform a correspondence matching between the torque conversion output value and the target torque in the torque execution command, perform numerical correction processing based on the matching deviation value, perform interval adaptation judgment based on the difference range between the conversion value and the target amount, and obtain the torque synchronization adjustment amount based on the judgment result. S503: Perform numerical integration processing based on the interval value of the torque synchronization adjustment amount and the control field setting value, write the integrated field value into the control instruction set, and generate the cable laying vehicle operation control instruction set based on the content after the field is written.

[0012] As a further aspect of the present invention, the critical range of cable tension change is a safe range of tension change rate obtained through experimental testing and historical operation data statistics based on cable material parameters, structural dimensions and construction conditions. The speed detection signal represents the sensor output of the vehicle's current speed, obtained through a wheel encoder, GPS speed measurement, or inertial measurement unit. The drive power correction value is the adjusted value of the theoretical drive power based on the current load, speed, and tension conditions; The path offset angle refers to the angle between the vehicle's direction of travel and the desired path direction. The angle is calculated by the difference vector and the path direction vector, using the arctangent function. The actual offset angle of the guide component refers to the current angle of the vehicle steering actuator relative to the longitudinal direction of the vehicle. The desired vehicle spacing refers to the target vehicle spacing that is preset or dynamically calculated, and is set by traffic safety rules, construction conditions, or control strategies.

[0013] The modification and collaborative operation system of the modular control system for the wire-laying vehicle includes: The tension acquisition module collects continuous tension information output by the cable tension sensor, extracts the tension change trend, compares it with the critical interval of tension change, and then combines it with the current torque command to generate a tension-torque correspondence table. The torque control module calls the tension and torque correspondence table, combines the speed detection information to determine the direction of drive power correction, extracts the position difference between the vehicle and the vehicle in front, constructs the control basis based on the path offset angle judgment logic, and generates the vehicle drive and steering control parameter group. The path control module calls the vehicle drive and steering control parameter group, extracts the steering adjustment basis, evaluates the deviation with the current steering parameters, compares and analyzes the guide component offset data, and generates a guide angle adjustment command. The spacing determination module calls the guide angle adjustment command to obtain the trend of vehicle spacing changes, and combines the expected spacing standard and vehicle travel direction parameters to determine the required direction and magnitude of adjustment, and generates vehicle spacing adjustment parameters. The instruction synchronization module calls the vehicle spacing adjustment parameters, combines them with the current driving status to complete the output adjustment, synchronizes and updates the execution instructions, and generates a set of control instructions for the cable laying vehicle.

[0014] Compared with the prior art, the advantages and positive effects of the present invention are as follows: In this invention, by acquiring continuous tension data and calculating the rate of change, dynamic trend identification of tension is achieved, improving the response accuracy of torque control. The relationship between tension and torque is established, and the driving and steering parameters are comprehensively determined by speed, path offset, and position difference vector, effectively improving the stability of synchronous travel and path consistency. The introduction of guide offset and steering correction comparison enhances guidance accuracy. Dynamic adjustment commands are generated by combining real-time spacing and travel direction, and the torque output ratio is adjusted accordingly to ensure stable spacing between multiple vehicles. The signal fusion and real-time feedback mechanism enhances the adaptability to nonlinear interference and path changes, improving the flexibility, safety, and continuity of collaborative operations. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the steps of the present invention; Figure 2 This is a detailed schematic diagram of S1 of the present invention; Figure 3 This is a detailed schematic diagram of S2 of the present invention; Figure 4 This is a detailed schematic diagram of S3 of the present invention; Figure 5 This is a detailed schematic diagram of S4 of the present invention; Figure 6 This is a detailed schematic diagram of S5 of the present invention; Figure 7 This is a system module diagram of the present invention. Detailed Implementation

[0017] The technical solution of the present invention will now be described with reference to the accompanying drawings.

[0018] In embodiments of the present invention, words such as "exemplarily," "for example," etc., are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" in the present invention should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of the word "exemplary" is intended to present the concept in a concrete manner. Furthermore, in embodiments of the present invention, the meaning expressed by "and / or" can be both, or either one.

[0019] In the embodiments of this invention, the terms "image" and "picture" may sometimes be used interchangeably. It should be noted that, without emphasizing the distinction between them, they convey the same meaning. Similarly, the terms "of," "corresponding (relevant)," and "corresponding" may sometimes be used interchangeably. It should be noted that, without emphasizing the distinction between them, they convey the same meaning.

[0020] In this embodiment of the invention, sometimes a subscript such as W1 may be written in a non-subscript form such as W1. When the difference is not emphasized, the meaning they express is the same.

[0021] To make the technical problems, technical solutions and advantages of the present invention clearer, a detailed description will be given below in conjunction with the accompanying drawings and specific embodiments.

[0022] Please see Figure 1 This invention provides a method for modifying and coordinating the operation of a modular control system for a wire-laying vehicle, comprising the following steps: S1: Obtain the continuous tension value output by the cable tension sensor within a fixed sampling period, calculate the tension change rate, compare the tension change rate with the set critical range of cable tension change, and associate the comparison result with the current torque command value to generate a tension-torque correspondence table. The critical range of cable tension variation is the safe range of tension change rate obtained through experimental testing and statistical analysis of historical operating data, based on cable material parameters, structural dimensions, and construction conditions. S2: Based on the tension and torque correspondence table, call the real-time value of the speed detection signal, calculate the drive power correction value, collect the position coordinates of the vehicle and the vehicle in front obtained by the positioning signal and calculate the difference vector, calculate the path offset angle, prioritize the drive power correction value and the path offset angle, and generate the vehicle drive and steering control parameter group. The speed detection signal represents the sensor output of the vehicle's current speed, obtained through wheel encoders, GPS speed measurement, or inertial measurement unit (IMU). The drive power correction value is the adjusted value of the theoretical drive power based on the current load, speed, and tension conditions; The path offset angle is the angle between the vehicle's direction of travel and the desired path direction. It is calculated by using the difference vector and the path direction vector, and employing the arctangent function. S3: Call the vehicle drive and steering control parameter group, compare it with the current steering parameters, calculate the steering angle correction, and compare the updated steering parameters with the actual offset angle data of the guide components to generate a guide angle adjustment command; The actual offset angle of the guiding components refers to the current angle of the vehicle steering actuator (bogie, steering wheel, guide arm) relative to the longitudinal direction of the vehicle. S4: Based on the guidance angle adjustment command, collect the real-time value of the vehicle spacing detection signal, calculate the difference with the desired vehicle spacing, combine the vehicle travel direction data to determine the spacing adjustment trend, and generate vehicle spacing adjustment parameters; Desired vehicle spacing refers to the target vehicle spacing that is preset or dynamically calculated, and is set by traffic safety rules, construction conditions, or control strategies. S5: Call the vehicle spacing adjustment parameters and adjust them proportionally with the current drive output status, synchronize the adjusted torque output parameters with the torque execution command, and generate the cable laying vehicle operation control command set.

[0023] The tension and torque correspondence table includes the tension change rate, the critical range of cable tension change, and the torque command value. The vehicle drive and steering control parameter group includes the drive power correction value, path offset angle, and priority judgment result. The steering angle adjustment command includes the steering angle correction amount, the updated steering parameters, and the actual offset angle data. The vehicle spacing adjustment parameters include the difference from the desired vehicle spacing, the vehicle travel direction data, and the spacing adjustment trend. The cable laying vehicle operation control command set includes the adjusted torque output parameters, the torque execution command, and the drive output status.

[0024] Please see Figure 2 The specific steps of S1 are as follows: S101: Obtain the continuous tension value sequence output by the cable tension sensor within a fixed sampling period, perform difference quotient calculation based on the difference between adjacent tension values ​​and the sampling time interval, and calculate the average value and perform dispersion statistics based on the quantity distribution of the difference quotient values ​​within the sampling period to generate a tension change rate sequence. The cable tension sensor continuously outputs tension data within a set fixed sampling period. The sampling period can be set to collect tension values ​​once every 0.1 seconds. The tension acquisition module continuously acquires a sequence of tension values ​​over a period of time. For example, starting with an initial tension value of 102.5 Newtons, each sampling yields a new tension reading, forming a continuous data set such as 102.5, 102.3, 102.6, 102.1, and 102.0. For each pair of adjacent tension values, the rate of change is calculated according to the unit time interval, i.e., the magnitude of increase or decrease in tension every 0.1 seconds. Taking the tension value from 102.5 to 102.3 as an example, the change is -0.2 Newtons within adjacent time intervals, which is -2 Newtons per second relative to the sampling time. All adjacent tension value change rates are listed sequentially to construct a complete tension change rate sequence. Subsequently, the distribution of these change rate values ​​is statistically analyzed. For example, the change rate is divided into several numerical intervals, such as less than -2, greater than 2, and segments in between, and the frequency of change rate occurrences within each segment is counted. Next, all the rate of change values ​​are averaged to obtain the average tension change rate over the entire sampling period. Simultaneously, the fluctuation amplitude of the rate of change is statistically analyzed, and the squares of the differences between each rate of change and the average are calculated and processed to obtain the dispersion of the rate of change. For example, if 600 sets of tension data are collected within a certain sampling period, 599 sets of rate of change data can be generated. Using the above method, the average speed and amplitude of tension fluctuations can be clearly identified, forming a tension change rate sequence.

[0025] S102: Based on the rate of change values ​​in the tension change rate sequence, call the upper and lower limits of the critical interval of cable tension change, perform interval comparison on the values ​​respectively, identify the value items that do not meet the critical interval range, and count and record the position of the continuous time period of the identified items to obtain the distribution rate of tension offset segment. After obtaining the tension change rate sequence, each change rate value is judged according to the set upper and lower limit critical ranges. For example, the upper limit of the change rate is set to +2 Newtons per second, and the lower limit is set to -2 Newtons per second. For each change rate value, if the value exceeds the above range, it is marked as an abnormal item; the rest are marked as normal items. For example, an item with a change rate of 3 Newtons per second is marked as abnormal because it exceeds the upper limit, while an item with a change rate of 1.5 Newtons per second is classified as normal. Next, all items marked as abnormal are segmented to find continuous abnormal segments. For example, if items 50 to 55 are all abnormal, a continuous abnormal segment is formed. The start and end times and duration of each segment are recorded. With a sampling period of 0.1 seconds, the duration of this segment is 0.6 seconds. All abnormal segments are counted repeatedly, and the duration of each segment is summed to obtain the total abnormal time. For example, if a total of 10 abnormal segments are found, the cumulative abnormal time is 6 seconds, accounting for 10% of the entire 60-second sampling period. By recording the start and end positions of each abnormal time segment, the distribution and frequency characteristics of the tension offset segment in the entire data segment can be obtained.

[0026] S103: Based on the time position recorded in the tension offset segment distribution rate, call the torque command value within the corresponding time period, perform corresponding pairing for each tension offset and torque command value, and organize them into a structured table in chronological order to obtain the tension-torque correspondence table. Based on the recorded start and end times of each tension offset segment, the torque control command values ​​for that time period are retrieved. For example, if the offset segment starts at 5.0 seconds and ends at 5.5 seconds, and the control system updates the torque value every second, six sets of torque command data can be obtained. These torque command values ​​are then paired one-to-one with the tension change rate data over time. For instance, if the tension change rate corresponding to 5.0 seconds is -2.5 N / s and the torque command is 100 N / m, a data pair is formed. Following the chronological order, the tension-torque correspondence in all offset segments is processed segment by segment, forming a structured dataset. Each row contains a time point, tension change rate, and torque value, recording the complete pairing information between tension and drive torque. To illustrate further, if an offset segment lasts for 1 second and 10 sets of tension change rates and 10 sets of torque commands are collected during this period, 10 pairing items can be formed. Finally, all data are summarized in chronological order to obtain complete tension-torque correspondence data.

[0027] Please see Figure 3 The specific steps of S2 are as follows: S201: Based on the tension-torque correspondence table, call the speed detection signal value within the corresponding time period, calculate the basic value of the driving power at the time point, and adjust the power result by combining the speed fluctuation characteristics and torque change trend to obtain the driving power correction value sequence. The specific calculation formula for adjusting the power result by combining speed fluctuation characteristics and torque change trend is as follows: ; Calculate the drive power correction value sequence, call the speed detection signal value within the corresponding time period, calculate the basic drive power value at the time point, and obtain the drive power correction value sequence. in, Representing a point in time The drive power correction value, Representing the Each sampling point in time The torque value, Representing the Each sampling point in time The velocity change value between it and the previous sampling point Representing the Each sampling point in time The time interval between it and the previous sampling point This represents the total number of sampling points within the current time period. Representing time The standard deviation of the velocity sequence within the segment, Representing time The standard deviation of the torque sequence within the segment, Representing time The average rate of change of velocity at each sampling point within the segment. Representing time The average value of the torque sequence within the segment; Calculation of velocity standard deviation (sampling velocity values: 10, 12, 11, 13, 9 m / s): ; ; Torque standard deviation and mean calculation (sampled torque values: 100, 110, 105, 115, 95 Nm): ; ; Calculation of the average rate of change of velocity (velocity change: 2, –1, 2, –2 m / s, sampling interval Δt = 1 s): ; Calculate the weighted sum of torque multiplied by the rate of change of speed: ; Calculate the denominator: ; Calculate the result of the first term: ; Calculate the result of the second term: ; Final power correction value calculation: ; Conclusion: The result indicates The value represents the corrected drive power at the current time point, in watts (W). It represents the power value after correction based on speed changes and torque trends. This value is used to construct the corrected drive power sequence and participate in downstream control decisions or trend modeling. This formula reflects the dynamic power baseline of instantaneous mechanical output by multiplying the torque and speed change rate at each sampling point per unit time. It then aggregates the results into a total power trend value over a time period, reflecting the cumulative contribution of different sampling points to the overall driving capability. The denominator uses the number of sampling points and the standard deviation of speed fluctuation as positive adjustments, and introduces the standard deviation of torque fluctuation as a negative adjustment factor. This superimposes the influence of speed stability on the sample size baseline and deducts the power error risk caused by torque instability; therefore, a weighting correction is constructed using an additive-subtractive approach. The latter term is constructed by multiplying the mean speed change rate and the mean torque. The baseline correction value, this product term represents the modulation capability of the stable speed change trend on the average torque output capability, reflecting the stable power output level of the system under the overall trend. It is calculated by subtracting from the previous term to extract the deviation and taking the absolute value, thus forming a corrected power index that reflects the deviation of the current state from the benchmark. The square root in the formula is used in the standard deviation calculation to reflect the degree of dispersion of each physical quantity from the mean, which is a classic way to measure stability. The multiplication operation is used for dimensional coupling between physical quantities of different dimensions, and the division operation is used for standardization per unit time and per unit point to ensure the reasonable superposition of the structure of each parameter. The drive power correction value sequence represents a set of power output evaluation values ​​obtained after dynamic adjustment and statistical correction, based on real-time monitored torque changes and speed fluctuation data over a continuous time period. Its core function is to reflect the deviation of the actual energy output level of the drive system at different time points from the theoretical power benchmark. This sequence not only comprehensively considers the changing trends of torque and speed data at multiple points, but also corrects the power measurement deviation caused by mechanical fluctuations, load disturbances, or speed anomalies by introducing standard deviation and mean factor. The final generated sequence is used to characterize the power stability and response accuracy during system operation, providing a basis for subsequent control strategy optimization, anomaly identification, energy consumption analysis, etc.

[0028] S202: Based on the time period corresponding to the drive power correction value sequence, collect the positioning signal coordinates of the vehicle and the vehicle in front, calculate the position difference vector between the time points, and calculate the spatial offset angle in combination with the vehicle's driving direction to obtain the path offset angle sequence. Based on the time segments involved in the drive power correction value sequence, the positioning coordinates of the vehicle and the preceding vehicle are obtained at each moment. For example, at time t=5.2 seconds, the positioning coordinates of the vehicle are (135.2, 87.4), and the positioning coordinates of the preceding vehicle are (140.1, 89.6). The position difference vector between the two vehicles is constructed by subtracting the coordinates of the vehicle from the coordinates of the preceding vehicle, resulting in a vector difference of (4.9, 2.2). Then, the angle between this vector and the vehicle's driving direction is calculated. The driving direction can be estimated from the vehicle's velocity vector. For example, if the vehicle's displacement vector within 0.2 seconds is (2.4, 1.0), then the direction vector is the direction of that displacement. The offset angle can be calculated using the vector angle formula, which is the inverse cosine value obtained by dividing the dot product of two vectors by the product of their magnitudes. In the simplified calculation process, the angle is approximated by a unit vector. If the difference vector direction is significantly different from the driving direction, it indicates a significant path offset. To quantify the offset angle, an angle range can be used. For example, less than 5 degrees is considered a small offset, 5 to 15 degrees is a medium offset, and more than 15 degrees is a large offset. In the example above, if the calculated angle is 12 degrees, it is classified as a medium offset. The above process is repeated for each moment in chronological order to generate a time series of path offset angles, which is synchronized with the drive power correction value.

[0029] S203: Call the drive power correction value sequence and the path offset angle sequence, perform priority judgment based on the fluctuation range and change trend of the two data, extract the vehicle acceleration and steering amplitude values, and establish the vehicle drive and steering control parameter group. After calling the drive power correction value sequence and the path deviation angle sequence, the current driving state is analyzed based on their respective fluctuation amplitudes and trends. First, a fluctuation analysis is performed on the drive power, using methods such as the standard deviation and the difference between the maximum and minimum values ​​over a continuous 3-second time period to calculate the power fluctuation rate. For example, if the power fluctuates between 4200 and 4700 watts within 3 seconds, the fluctuation range is 500 watts, accounting for 11% of the average power of 4500 watts. A high fluctuation threshold of 10% is set, therefore the current state is considered high fluctuation. The path deviation angle is analyzed in the same way. If the deviation angle fluctuates from 3 degrees to 18 degrees within a certain time period, with an average value of 10.5 degrees and a continuously increasing trend, it is classified as high fluctuation and right deviation trend. Based on this, priority judgment is performed, with the one with higher volatility taking precedence. If drive power fluctuation takes priority, the acceleration is extracted as a control parameter, and its value is converted into acceleration based on the power change amplitude and vehicle mass. For example, if the mass is 1500 kg and the power change is 500 watts, the acceleration is adjusted to 0.33 m / s². If offset angle takes priority, the directional deflection amplitude is calculated, and the steering angle change amplitude is derived based on the offset angle change trend and the vehicle's current steering response characteristics. Assuming the vehicle's minimum turning radius is 6 meters and the offset angle growth rate is 3 degrees per second, the current directional correction can be set to +2 degrees. Finally, the acceleration and steering angle values ​​are paired to establish a parameter group for use in subsequent control commands.

[0030] Please see Figure 4 The specific steps of S3 are as follows: S301: Call the associated reference parameters in the vehicle drive and steering control parameter group, perform parameter comparison and trend judgment based on the difference between the current steering parameter values ​​and the reference values, and generate steering angle correction amount; After calling the associated reference parameters in the vehicle drive and steering control parameter group, the actual steering parameter value and the preset reference steering value are extracted from the current time point. For example, if the current angle is 4.5° and the reference value is 2.0°, the difference between the two is 2.5°. The difference range can be divided into less than 1° as normal, 1° to 3° as moderate, and greater than 3° as severe deviation. At this time, it is in the moderate deviation range. Then, the trend analysis of the difference at each time point within the time period is performed, and the angle difference at multiple consecutive time points is selected, such as 2.1°, 2.4°, 2.6°, 2.5°, 2. 7° indicates an upward trend in the angular deviation. The trend value is calculated by dividing the change by the time interval. If the change is higher than 0.3° per second, it is considered a rapid change. Under the dual influence of the difference and the trend, the deviation weight coefficient and the trend weight coefficient are applied to assign weights to the values ​​respectively. For example, the deviation weight is 0.6 and the trend weight is 0.4. The steering angle correction is obtained by weighting the two values. If the final result is 1.74°, this value is used as the adjustment target at the current time point, and continuous correction outputs are generated according to the time index sequence as subsequent control inputs.

[0031] S302: Based on the changing characteristics of the steering angle correction, call the values ​​associated with the response characteristics in the original steering control parameter group, calculate the replacement values ​​of the control parameters through the adjustment strategy, and obtain the updated steering control parameter values. Based on the steering angle correction, extract its change records at multiple time points. For example, if the correction angles are 1.5°, 1.7°, 1.9°, 2.2°, and 2.5° respectively, calculate the degree of fluctuation by the ratio of the difference between the maximum and minimum values ​​to the mean. If the result is 51%, the fluctuation is high. Such fluctuation states need to be further correlated with key fields in the original control parameter group, such as response delay time and steering sensitivity. The delay time represents the interval from issuing the command to executing the action, and the sensitivity represents the execution amplitude corresponding to each unit angle change. When the correction angular velocity exceeds 0.5° per second and the fluctuation exceeds 40%, the control parameters should be updated. The original delay time is 0.15s and the sensitivity is 0.8. The delay can be reduced and the sensitivity adjusted according to a predetermined ratio. For example, the delay time is reduced to 0.135s and the sensitivity is adjusted to 0.752. The new parameter values ​​will replace the original control settings and be synchronously written into the control command structure as a reference for subsequent steering behavior.

[0032] S303: Based on the output of the updated steering control parameter values ​​and combined with the actual offset angle data of the guide components, perform a state comparison and trend matching judgment between the two sets of data, and generate a guide angle adjustment command; Based on the updated control parameter values, the output steering target angle is extracted, such as 4.2°, and the current offset angle of the guide mechanism is obtained, such as 3.1°. The difference between the two is calculated to be 1.1°. At the same time, the historical sequence of offset angles, such as 2.8°, 3.0°, 3.2°, 3.1°, and 3.1°, is viewed to analyze its trend change in a short period of time. If the overall change is not significant but there is a slight increase, it can be judged as a medium trend. According to the judgment criteria, when the deviation exceeds 1° or the trend change rate is at the medium or higher level, the guide adjustment needs to be initiated. The steering adjustment command is assigned weights according to the deviation and the change rate, such as deviation accounting for 70% and trend accounting for 40%. After weighted synthesis, the final guide adjustment angle is 0.89°. This value is used as the controller input for the guide action execution at the next time point.

[0033] Please see Figure 5 The specific steps of S4 are as follows: S401: Based on the current value of the guide angle adjustment command, collect real-time numerical data of the vehicle spacing detection signal, obtain the set desired vehicle spacing value, call the two sets of numerical data to judge the degree of deviation, calculate the numerical error range corresponding to the degree of deviation, and generate the vehicle spacing deviation value. The specific calculation formula for judging the degree of deviation by calling two sets of numerical data is as follows: ; Calculate the characteristic value of vehicle spacing deviation and generate the vehicle spacing deviation value; in, Representing the The vehicle spacing deviation feature value generated by the second sampling. Representing the The real-time vehicle spacing value obtained from the second sampling. Representing the The desired vehicle spacing value set in the second sampling. Representing the In the second sampling Item dimension distance correction value, Representing the The weighting coefficients of the sub-dimension correction values, Representing the The instantaneous speed of the vehicle in front during the next sampling. Representing the The instantaneous speed of the following vehicle in the next sampling. Representing the The time period corresponding to the next sampling moment. This represents a positive differential value used to avoid a denominator of zero. Indicates all The distance correction values ​​of each sub-dimension are weighted and summed; No. In this sampling, the following parameter values ​​were obtained: Real-time vehicle spacing value The distance was measured to be 27.5m in real time using a millimeter-wave radar sensor. Desired vehicle spacing value Based on the speed of the vehicle in front and the driving mode setting, the adaptive cruise control system calculates a range of 25.0m. Sub-dimension distance correction value The data is quantified from three sub-dimensions: lateral offset detection by lidar, lane departure ratio, and crosswind disturbance compensation. The quantification method is as follows: The lateral offset distance, detected by lane line detection, is 0.45m. The compensation value for lateral drift caused by wind disturbance is 0.30m; The angular deviation measured from the lateral sway of the vehicle in front is converted into an equivalent correction distance of 0.20m, forming a correction vector. ; Weight parameters Based on the environmental disturbance influencing factors, and considering the real-time road conditions such as wind speed, sunlight, and surface slippage, the following results are obtained after unit normalization: Lateral offset weights ; Wind disturbance weight ; The swaying of the vehicle in front affects the weight. ; The total weight is 1. The dynamic environmental disturbance level is evaluated in real time from traffic sensors, and the influence degree of different sub-dimensions is assigned through fuzzy logic. Speed ​​of the vehicle in front The speed data, shared with the vehicle ahead via V2X communication, is 18.6 m / s. Speed ​​of this vehicle The speed was measured to be 20.1 m / s by the vehicle speed pulse meter. Sampling period The sampling interval for the timestamp recording of the vehicle control system is 0.4 seconds. Trace parameters The constant value set by the system to prevent division by zero error, with a setting range between 0.01 and 0.1, and a setting value of 0.05 in the engineering control software; Perform formula derivation and calculation: Weighted corrected distance calculation: ; Molecular calculations: ; Denominator calculation: ; ; Overall formula calculation: ; The results show that the characteristic value of the vehicle spacing deviation at the first sampling time is 3.542. This value represents the normalized value of the deviation between the actual and expected vehicle spacing under the influence of the corrected dynamic speed and disturbance factor. This deviation characteristic value is used as the input parameter of the subsequent spacing adjustment decision module of the vehicle control system to generate the vehicle spacing deviation value as the basis for control commands. The calculation logic of this formula is based on the evaluation of the difference between the actual and expected vehicle spacing values. First, the real-time collected vehicle spacing values ​​are added to the composite distance value after correction for multi-dimensional environmental disturbance factors. By introducing weights for various disturbance terms, a weighted sum is performed to reflect the actual controlled spacing state of the vehicles in a real dynamic environment. This composite distance is then subtracted from the expected spacing value to measure the degree of deviation of the control system from the target at the current moment. To avoid amplifying static errors, denominator normalization is introduced, and the product of the speed difference between the front and rear vehicles and the sampling period is expressed as the dynamic distance offset trend caused by speed changes. A small constant is added to suppress the risk of zero denominator. The square root of the absolute value of this speed offset trend term is used to weaken and smooth the impact of drastic changes on the control system response, preventing large instantaneous deviations from causing system over-adjustment. The overall structure is based on the numerator difference, with the denominator serving as a dynamic normalization factor to form an amplitude correction, thereby outputting a spacing deviation characteristic value that can be identified by the vehicle control system. The vehicle spacing deviation characteristic value represents the comprehensive deviation of the distance between the current vehicle and the vehicle in front from the set expected value, considering the multi-dimensional disturbance factors and dynamic operation state in the actual driving environment. This value not only reflects the static spacing error, but also integrates external disturbance correction factors such as wind disturbance, lane departure, and swaying of the vehicle in front. It is also normalized by combining the dynamic response factor constructed by the relative speed of the front and rear vehicles and the sampling period to form a characteristic index with physical recognizability and control system sensitivity. The larger the value, the more significant the deviation between the current vehicle control state and the expected distance control target, and the distance adjustment strategy needs to be triggered to maintain longitudinal safety and traffic flow stability.

[0034] S402: Based on the offset magnitude in the vehicle spacing deviation value, call the real-time angle data of the vehicle's travel direction, judge the trend change relationship between the deviation direction and the travel direction, and continuously perform corresponding state judgments in combination with the change in the deviation direction to obtain the spacing adjustment trend parameters. Based on the vehicle spacing deviation value, the offset level is first determined. For example, if the deviation value is 10.2%, it is judged to be a medium offset state according to the range set by the control system. Then, the current travel direction angle data of the vehicle is retrieved. If the current direction is +6 degrees, the vehicle offset direction at previous and subsequent times is analyzed. For example, if the vehicle offsets 3 degrees to the left, the angle difference between the current direction and the offset direction is 9 degrees. The trend relationship is judged according to the range of the angle difference. If it is between 5 and 15 degrees, it belongs to a slightly inconsistent direction. Next, the persistence of the offset direction change is analyzed. The offset angle direction value at multiple consecutive times is checked. If the offset is to the left for three consecutive times, it can be regarded as the offset direction is stable. According to the set rules, the change persistence level is marked as "stable". Finally, the offset amplitude level, medium angle difference, and stable change direction are combined to form the spacing adjustment trend parameter. This parameter includes three items: offset direction, angle difference level, and change persistence state, which provides input conditions for the next stage of control adjustment.

[0035] S403: Based on the directional trend value and change stability index in the spacing adjustment trend parameters, call the previously obtained vehicle spacing deviation value to perform trend direction matching verification, combine the directional consistency result and change magnitude index to perform control adjustment value calculation, and generate vehicle spacing adjustment parameters. Based on the directional trend information and stability level of the spacing adjustment trend parameters, a combination of leftward deviation, slightly inconsistent trend, and stable change state is extracted. Simultaneously, the vehicle spacing deviation value of 10.2% is retrieved for comparison to determine if the current offset trend is consistent with the preceding direction. If the preceding vehicle also deviates to the left, it is marked as consistent, and directional consistency is recorded as 1. Next, the deviation value change amplitude information is extracted. If the previous deviation was 8.6% and the current deviation is 10.2%, the difference is 1.6%, corresponding to a change amplitude of approximately 19%, which, according to the control rules, belongs to the high change level. Here, this level value is defined as 2. Combining the two indicators of directional consistency and change level, the combined result of the adjustment parameter values ​​is calculated. According to the control parameter design rules, weighting coefficients such as 0.5, 0.3, and 0.2 are assigned to each item, corresponding to the deviation value, change amplitude, and consistency index, respectively. The values ​​are weighted proportionally and summed to form the final vehicle spacing adjustment parameter. If this value is 10.1 units, it serves as the adjustment benchmark for the vehicle control module and is output to the control execution unit for subsequent action response.

[0036] Please see Figure 6 The specific steps of S5 are as follows: S501: Calls the vehicle spacing adjustment parameters and the torque output status value in the current drive, performs a proportional conversion operation based on the torque feedback coefficient reference value, performs a numerical merging operation based on the proportional conversion result and the torque output status value, and generates a torque conversion output value based on the calculation result; The system retrieves vehicle spacing adjustment parameters and the current torque output status value in the drive system. The vehicle spacing adjustment parameters are obtained through millimeter-wave radar ranging equipment. At a specific moment, such as 3.6s, the distance between the preceding vehicle and the current vehicle is 8.2m. At the same time, the drive system reports the current torque output status value as 125N·m. The torque feedback coefficient baseline value is set to 0.85. First, the torque output status value is proportionally converted based on this baseline value by multiplying the current torque value by the feedback coefficient, resulting in a converted intermediate value of 106.25N·m. Then, the original torque value and the converted intermediate value are merged using an average integration method to obtain a final value of 115.625N·m. Alternatively, with a weighting coefficient set to 60%, the values ​​are integrated according to the weighting ratio, resulting in a merged value of 117.5N·m. This merging method can be switched according to the control strategy. The merged value after conversion is used as the torque conversion output value at the current moment for subsequent drive strategy matching and judgment.

[0037] S502: Match the corresponding relationship between the torque conversion output value and the target torque in the torque execution command, perform numerical correction based on the matching deviation value, perform interval adaptation judgment based on the difference range between the conversion value and the target value, and obtain the torque synchronization adjustment amount based on the judgment result. Match the converted torque output value with the target torque in the torque execution command. For example, if the current target torque is 120 N·m, the converted output value is 117.5 N·m, and the deviation between the two is 2.5 N·m. Given a preset deviation allowable range of ±3 N·m, this deviation is within the allowable range and requires further numerical correction. A linear adjustment method can be used, setting the fine-tuning ratio factor to 70%. Multiplying the deviation value by this factor yields 1.75 N·m, which is added to the converted value as a supplementary adjustment. In the middle, the corrected torque is 119.25 N·m. At the same time, the deviation level is divided according to the difference between the converted value and the target value. It is set as Level 1 for less than 1 N·m, Level 2 for less than 3 N·m, and Level 3 for greater than 5 N·m. The current value belongs to Level 2, which corresponds to the medium-level adaptation rule. Under the medium level, 90% of the deviation can be used as the final adjustment output with reference to empirical parameters. Therefore, the synchronous adjustment amount is calculated to be 2.25 N·m from the deviation value of 2.5 N·m, which is used as the input of this round of adjustment and passed to the control command system.

[0038] S503: Perform numerical integration processing based on the interval value of the torque synchronization adjustment and the control field setting value, write the integrated field value into the control instruction set, and generate the wire-laying vehicle operation control instruction set based on the content after the field is written. The values ​​of the torque synchronization adjustment range and the control field settings are integrated. The adjustment step size of the control field is set to 1.5 N·m. When the synchronization adjustment is 2.25 N·m, it exceeds the field step size requirement. Therefore, the adjustment needs to be divided into two fields according to the predetermined logic: one is 1.5 N·m, and the other is the remaining 0.75 N·m. These are allocated to the two control fields respectively. Each field is mapped to an independent instruction code according to the preset instruction encoding standard. For example, 1.5 N·m corresponds to the first control byte, and 0.75 N·m corresponds to the second control byte. The instruction bytes are stored sequentially in address units such as 0xF101 to 0xF104 according to the control system address encoding. After all field data is written, the control field generation mechanism is called to splice and integrate the fields to form a new set of control instructions for the cable-laying vehicle. This set of instructions will be transmitted to the downstream drive system through the standard interface for real-time execution.

[0039] Please see Figure 7 The modification and collaborative operation system of the modular control system for the wire-laying vehicle includes: The tension acquisition module collects continuous tension information output by the cable tension sensor, extracts the tension change trend, compares it with the critical interval of tension change, and then combines it with the current torque command to generate a tension-torque correspondence table. The torque control module calls the tension and torque correspondence table, combines the speed detection information to determine the direction of drive power correction, extracts the position difference between the vehicle and the vehicle in front, constructs the control basis based on the path offset angle judgment logic, and generates the vehicle drive and steering control parameter group. The path control module calls the vehicle drive and steering control parameter group, extracts the steering adjustment basis, evaluates the deviation with the current steering parameters, compares and analyzes the guide component offset data, and generates a guide angle adjustment command. The spacing judgment module calls the guide angle adjustment command to obtain the trend of vehicle spacing change, and combines the expected spacing standard and vehicle travel direction parameters to determine the required direction and magnitude of adjustment, and generate vehicle spacing adjustment parameters. The instruction synchronization module calls the vehicle spacing adjustment parameters, combines them with the current drive status to complete the output adjustment, synchronizes and updates the execution instructions, and generates the cable-laying vehicle operation control instruction set.

[0040] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for modifying and coordinating the operation of a modular control system for a wire-laying vehicle, characterized in that, Includes the following steps: S1: Obtain the continuous tension value output by the cable tension sensor within a fixed sampling period, calculate the tension change rate, compare the tension change rate with the set critical range of cable tension change, and associate the comparison result with the current torque command value to generate a tension-torque correspondence table. S2: Based on the tension and torque correspondence table, call the real-time value of the speed detection signal, calculate the drive power correction value, collect the position coordinates of the vehicle and the vehicle in front obtained by the positioning signal and calculate the difference vector, calculate the path offset angle, prioritize the drive power correction value and the path offset angle, and generate the vehicle drive and steering control parameter group. S3: Call the vehicle drive and steering control parameter group, compare it with the current steering parameters, calculate the steering angle correction, and compare the updated steering parameters with the actual offset angle data of the guide component to generate a guide angle adjustment command; S4: Adjust the pointer according to the guide angle, collect the real-time value of the vehicle spacing detection signal, calculate the difference between the value and the desired vehicle spacing, combine the vehicle travel direction data to determine the spacing adjustment trend, and generate vehicle spacing adjustment parameters.

2. The method for modifying and coordinating the modular control system of the wire-laying vehicle according to claim 1, characterized in that, The tension and torque correspondence table includes the tension change rate, the critical range of cable tension change, and the torque command value. The vehicle drive and steering control parameter group includes the drive power correction value, the path offset angle, and the priority judgment result. The steering angle adjustment command includes the steering angle correction amount, the updated steering parameters, and the actual offset angle data. The vehicle spacing adjustment parameters include the difference from the desired vehicle spacing, the vehicle travel direction data, and the spacing adjustment trend.

3. The method for modifying and coordinating the modular control system of the wire-laying vehicle according to claim 1, characterized in that, The specific steps of S1 are as follows: S101: Obtain the continuous tension value sequence output by the cable tension sensor within a fixed sampling period, perform difference quotient calculation based on the difference between adjacent tension values ​​and the sampling time interval, and calculate the average value and perform dispersion statistics based on the quantity distribution of the difference quotient values ​​within the sampling period to generate a tension change rate sequence. S102: Based on the change rate values ​​in the tension change rate sequence, call the upper and lower limits of the critical interval of cable tension change, perform interval comparison on the values ​​respectively, identify the value items that do not meet the critical interval range, and count and record the position of the continuous time period of the identified items to obtain the tension offset segment distribution rate. S103: Based on the time position recorded in the tension offset segment distribution rate, call the torque command value within the corresponding time period, perform corresponding pairing for each tension offset and torque command value, and organize them into a structured table in chronological order to obtain the tension-torque correspondence table.

4. A modified and collaborative operation system for the modular control system of a wire-laying vehicle, characterized in that, The system is used to implement the modification and coordinated operation method of the modular control system for the wire-laying vehicle as described in any one of claims 1-3, and the system includes: The tension acquisition module collects continuous tension information output by the cable tension sensor, extracts the tension change trend, compares it with the critical interval of tension change, and then combines it with the current torque command to generate a tension-torque correspondence table. The torque control module calls the tension and torque correspondence table, combines the speed detection information to determine the direction of drive power correction, extracts the position difference between the vehicle and the vehicle in front, constructs the control basis based on the path offset angle judgment logic, and generates the vehicle drive and steering control parameter group. The path control module calls the vehicle drive and steering control parameter group, extracts the steering adjustment basis, evaluates the deviation with the current steering parameters, compares and analyzes the guide component offset data, and generates a guide angle adjustment command. The spacing determination module calls the guide angle adjustment command to obtain the trend of vehicle spacing changes, and combines the expected spacing standard and vehicle travel direction parameters to determine the required direction and magnitude of adjustment, and generates vehicle spacing adjustment parameters. The instruction synchronization module calls the vehicle spacing adjustment parameters, combines them with the current driving status to complete the output adjustment, synchronizes and updates the execution instructions, and generates a set of control instructions for the cable laying vehicle.

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