A method and system for controlling relative displacement of two vehicles in cooperative transport

Abstract

This invention discloses a dual-vehicle cooperative transport method and system for controlling relative displacement, relating to the field of automatic control technology. It solves the technical problem that existing dual-vehicle cooperative transport methods cannot prevent relative displacement between the master and slave AGVs during turns, affecting transport safety, without the need for auxiliary turning mechanisms such as steering platforms. The invention includes setting a predetermined trajectory for the master AGV and inputting the length of the material to be transported; acquiring the current position and attitude information of the master AGV and the slave AGV; adjusting the position of the slave AGV based on the master AGV's position and attitude information and the material length, ensuring that the master and slave AGVs move in the same straight line; when the master AGV is detected turning, calculating the distance error, attitude error, and lateral error between the master and slave AGVs, and using PID control to adjust the slave AGV's motion parameters to control these three errors; by acquiring and adjusting the positions and attitudes of the master and slave AGVs in real time, this invention ensures that the transported object does not experience relative displacement during turns, improving the stability and safety of transport.

Description

Technical Field

[0001] This invention relates to the field of automatic control technology, specifically to a dual-vehicle cooperative transport method and system for controlling relative displacement. Background Technology

[0002] When transferring objects, some long and heavy objects require the cooperation of multiple trolleys. At turning points, a steering platform on the trolley is needed to ensure successful turning. This works well for lighter or smaller objects, but for longer or heavier objects, the steering platform may not be sufficient to provide stable turning support. Furthermore, during turning, the object being transported may experience relative displacement between its front and rear sides, leading to instability or displacement, which affects the safety and accuracy of the transport. In addition, existing collaborative transport methods lack adaptability and cannot be flexibly adjusted to meet the needs of different objects under different transport paths and turning radii, limiting their application scope. Summary of the Invention

[0003] To address the problems existing in the prior art, the present invention provides a dual-vehicle cooperative transport method and system for controlling relative displacement, thereby solving the technical problem that existing dual-vehicle cooperative transport methods cannot avoid relative displacement between the master and slave AGVs during turning, which affects transport safety, without setting up auxiliary turning mechanisms such as steering platforms.

[0004] A dual-vehicle cooperative transport method for controlling relative displacement includes setting a predetermined trajectory for the master AGV and inputting the length of the material to be transported; acquiring the current position and attitude information of the master AGV and the slave AGV; adjusting the position of the slave AGV based on the position and attitude information of the master AGV and the length of the material, so that the master and slave AGVs move in the same straight line; when the master AGV turns, calculating the distance error, attitude error, and lateral error between the master and slave AGVs, and using PID control to adjust the motion parameters of the slave AGV to control the three errors.

[0005] Furthermore, the adjustment of the AGV's position requires calculating the target position (X) of the AGV. Ftarget ,Y Ftarget The calculation formula is as follows:

[0006] X Ftarget =X L -L·cos(θ L )

[0007] Y Ftarget =Y L -L·sin(θ L )

[0008] Among them, (X)L ,Y L ) represents the center coordinates of the main AGV, L represents the material length, and θ represents the center coordinates of the AGV. L The heading angle of the main AGV.

[0009] Furthermore, the formula for calculating the distance error d is as follows:

[0010]

[0011] Among them, (X) L ,Y L ) and (X F ,Y F ) represent the center coordinates of the master AGV and the slave AGV, respectively, and d X and d Y These are the projections of the relative distance d between the master and slave AGVs in the horizontal and vertical directions, respectively.

[0012] The formula for calculating the attitude error Δθ is as follows:

[0013]

[0014] Where, θ L and θ F These are the heading angles of the two AGVs;

[0015] The formula for calculating the lateral error e1 is as follows:

[0016] e1=(Y F -Y L )·cos(θ L )-(X F -X L sin(θ) L )

[0017] Furthermore, the PID control adjustment of the three errors from the AGV attitude control includes keeping the lateral error and attitude error at 0, and the distance error being the material length.

[0018] Furthermore, the PID control of the distance error d adjusts the speed or position of the AGV, causing the AGV to gradually approach the set target position.

[0019]

[0020] The PID control measures the lateral error e1, adjusting the lateral position of the slave AGV to ensure that the slave AGV and the master AGV always run in a straight line.

[0021]

[0022] The PID controller adjusts the orientation error Δθ of the slave AGV to align its orientation with that of the master AGV, ensuring they remain parallel.

[0023]

[0024] Furthermore, the control signals obtained from the PID control distance error d, the PID control lateral error e1, and the PID control attitude error Δθ are weighted and synthesized as an integrated signal to control the AGV. The specific weighting and synthesis process is as follows:

[0025] Priorities are assigned to the control signals of the three PID controllers. Initial weighting coefficients are then set for the PID control signals based on these priorities, with the attitude error weighting coefficient being ω. Δθ The horizontal error weighting coefficient is The distance error weighting coefficient is ω d Then, the control signals of the three PID controllers are weighted according to the initial weight coefficients to generate an integrated signal. The integrated signal is used to control the AGV. At the same time, the relevant data of distance error, lateral error and attitude error are acquired in real time to judge the tracking effect. The initial weight coefficients are dynamically adjusted based on the tracking effect until the tracking effect reaches the best, that is, the sum of the three errors reaches the minimum.

[0026] A dual-vehicle cooperative transport system for controlling relative displacement employs a method for controlling relative displacement. The system includes a main AGV monitoring module, a main AGV control module, a slave AGV monitoring and control module, and a slave AGV tracking module. The main AGV monitoring module and the slave AGV monitoring module are used to collect real-time position and attitude information of the main AGV and the slave AGV, respectively. The main AGV control module is used to obtain a set motion route and control the movement of the main AGV. The slave AGV tracking module is used to obtain the material length and the real-time position and attitude information of the main AGV and the slave AGV, process the information, and adjust the motion parameters of the slave AGV to maintain coordinated movement between the main AGV and the slave AGV, thus avoiding relative displacement between them.

[0027] Furthermore, when the main AGV monitoring module detects that the main AGV is moving straight, the slave AGV tracking module keeps the relative distance between the main and slave AGVs unchanged; when the main AGV monitoring module detects that the main AGV is turning, the slave AGV tracking module adjusts the attitude of the slave AGV synchronously according to the attitude change of the main AGV, and uses the PID control method to ensure that the attitude and position of the main and slave AGVs are synchronized during the turning process, ensuring consistency with the main AGV.

[0028] Furthermore, the AGV tracking module is equipped with a distance error PID controller, a lateral error PID controller, and an attitude error PID controller. The distance error PID controller is used to eliminate the distance error d between the master and slave AGVs and adjust the speed or position of the slave AGV so that the slave AGV gradually approaches the set target position. The lateral error PID controller is used to eliminate the lateral error e1 between the master and slave AGVs and adjust the lateral position of the slave AGV so that the slave AGV and the master AGV always run in a straight line. The attitude error PID controller is used to eliminate the attitude error Δθ between the master and slave AGVs and adjust the direction of the slave AGV so that the attitude of the slave AGV is consistent with that of the master AGV, and so that the slave AGV and the master AGV remain parallel.

[0029] Furthermore, both the master AGV monitoring module and the slave AGV monitoring module include GPS, IMU, lidar, camera, wheel encoder, infrared sensor and communication module.

[0030] The beneficial effects of this invention include:

[0031] 1. Solving the relative displacement problem: By acquiring and adjusting the pose of the master and slave AGVs in real time, it is ensured that the transported objects do not undergo relative displacement when turning, thus improving the stability and safety of the transport.

[0032] 2. Meeting special handling requirements: This invention is particularly suitable for handling long and heavy objects. It can maintain the stability of objects under various complex paths and turning conditions, and meet the special working conditions where the workpiece cannot move relative to the trolley and the trolley cannot be equipped with moving or rotating pairs.

[0033] 3. Enhanced system adaptability: Through flexible turning radius adjustment and real-time pose synchronization mechanism, this method can adapt to different handling tasks, thus expanding its application scope.

[0034] 4. Improved handling efficiency: Reduced downtime and adjustment time caused by object relocation, improving overall handling efficiency and ease of operation. Attached Figure Description

[0035] Figure 1 This is a schematic diagram for analyzing the following error model.

[0036] Figure 2 A schematic diagram of the running trajectories of the master AGV and the slave AGV.

[0037] Figure 3 The diagram shows the initial motion state of the master AGV, slave AGV, and workpiece during the turning process.

[0038] Figure 4 The diagram shows the motion state of the main AGV, the slave AGV, and the workpiece during the first half of the turning process.

[0039] Figure 5 The diagram shows the motion state of the main AGV, the slave AGV, and the workpiece during the latter half of the turning process.

[0040] Figure 6 The diagram shows the motion state of the master AGV, slave AGV, and workpiece at the final moment during the turning process.

[0041] Figure 7 This is a schematic diagram of a dual-vehicle cooperative transport system for controlling relative displacement.

[0042] Figure 8 A schematic diagram of the movement of the master AGV and the slave AGV.

[0043] Figure 9 This is a flowchart of a dual-vehicle cooperative transport method for controlling relative displacement. Detailed Implementation

[0044] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0045] A dual-vehicle cooperative transport method for controlling relative displacement, such as Figure 9 As shown, the process includes setting a predetermined trajectory for the master AGV and inputting the length of the material to be transported; acquiring the current position and attitude information of the master AGV and the slave AGV; adjusting the position of the slave AGV based on the master AGV's position and attitude information and the material length to ensure that the master and slave AGVs move in the same straight line; when the master AGV turns, calculating the distance error, attitude error, and lateral error between the master and slave AGVs, and using PID control to adjust the motion parameters of the slave AGV, including position and attitude, to control these three errors. Specifically, the master AGV acts as the leading vehicle, and the slave AGV acts as the following vehicle.

[0046] In addition, the system monitors in real time whether the master AGV has reached the predetermined destination. If so, the master AGV stops moving. After the slave AGV confirms that the master AGV has stopped, it gradually stops moving to complete the transportation task. Otherwise, the system continues to use this method to control the slave AGV.

[0047] In another embodiment, the current position of the slave AGV is obtained from the master AGV, and the relative position and attitude of the master AGV are monitored to obtain the current attitude of the slave AGV; the target position (X) of the slave AGV is calculated based on the position of the master AGV and the material length L. Ftarget ,Y Ftarget The calculation formula is as follows:

[0048] X Ftarget =X L -L·cos(θ L )

[0049] Y Ftarget =Y L -L·sin(θ L )

[0050] Among them, (X) L ,Y L ) represents the center coordinates of the main AGV, L represents the material length, and θ represents the center coordinates of the AGV. L The heading angle of the main AGV.

[0051] In another embodiment, such as Figure 1 As shown, after calculating the distance between the master and slave AGVs, the distance error between the master and slave AGVs is denoted as d, and the attitude difference is denoted as Δθ,d. X and d Y Let d represent the projections of the relative distance d between the two AGVs in the horizontal and vertical directions, respectively, and β be the angle between the line d and the positive X-axis. L ,Y L ) and (X F ,Y F θ represents the center coordinates of the leader and follower AGVs, respectively. L and θ F The heading angles of the two AGVs are V and V respectively. xL V yL V xF V yF Let be the forward speed and lateral speed of the two AGVs in the vehicle coordinate system, respectively. The distance error d is calculated using the following formula:

[0052]

[0053] Among them, (X) L ,Y L ) and (X F ,Y F ) represent the center coordinates of the master AGV and the slave AGV, respectively, and d X and d Y These are the projections of the relative distance d between the master and slave AGVs in the horizontal and vertical directions, respectively.

[0054] The formula for calculating the attitude error Δθ is as follows:

[0055] Δθ=θ L -θ F

[0056] Where, θ L and θ F These are the heading angles of the two AGVs;

[0057] The formula for calculating the lateral error e1 is as follows:

[0058] e1=(Y F -Y L )·cos(θ L )-(X F -X L sin(θ) L )

[0059] In another embodiment, the use of PID control to adjust the attitude control of the AGV includes maintaining the lateral error and attitude error at 0, and the distance error being the material length. The lateral error refers to the error in the perpendicular direction of the line connecting the master AGV and the slave AGV.

[0060] In another embodiment, the PID controller controls the distance error d, adjusting the speed or position of the AGV to gradually bring it closer to the set target position.

[0061]

[0062] The PID control measures the lateral error e1, adjusting the lateral position of the slave AGV to ensure that the slave AGV and the master AGV always run in a straight line.

[0063]

[0064] The PID controller adjusts the orientation error Δθ of the slave AGV to align its orientation with that of the master AGV, ensuring they remain parallel.

[0065]

[0066] The control signals obtained from the PID control distance error d, the PID control lateral error e1, and the PID control attitude error Δθ are weighted and synthesized into an integrated signal to control the AGV. The specific weighting and synthesis process is as follows:

[0067] Priorities are assigned to the control signals of the three PID controllers. Initial weighting coefficients are then set for the PID control signals based on these priorities, with the attitude error weighting coefficient being ω. Δθ The horizontal error weighting coefficient is The distance error weighting coefficient is ω d Then, based on the initial weighting coefficients, the three PID control signals are weighted to generate an integrated signal. This integrated signal is used to control the AGV, while simultaneously acquiring real-time data on distance error, lateral error, and attitude error to assess the tracking performance. Based on this performance, the initial weighting coefficients are dynamically adjusted until the tracking effect is optimal, i.e., the sum of the three errors is minimized. Specifically:

[0068] The attitude error is given the highest priority, meaning it has the highest weight. Distance and lateral errors have the same priority, so they need to be approximated by their respective weight ratios.

[0069]

[0070] Set the initial weight coefficients according to priority, for example, the attitude error weight coefficient is ω. Δθ =0.5, the lateral error weighting coefficient is The distance error weighting coefficient is ω d =0.25, then run the system and observe the system response. Adjust the weight coefficients dynamically based on priority. For example, if the system is found to be performing poorly in distance control, the weight coefficient corresponding to the distance error can be increased, while the weight coefficients of the other two errors can be decreased, and vice versa. Based on the system response, continuously adjust the appropriate weight coefficients (using methods such as grid search and particle swarm optimization to continuously search for the best combination of weight coefficients) until a stable system is obtained.

[0071] Specifically, to ensure that the master and slave AGVs maintain the same straight-line motion during turns, and that there is no relative displacement between the workpiece and the trolley, and considering that the performance of the steering table may be insufficient to provide stable turning support for longer or heavier objects, and that auxiliary turning modules such as rotary tables or sliding blocks cannot be installed on the trolley, the turning trajectories of the master and slave AGVs will inevitably be different during turns, with the slave AGV's trajectory extending outwards. The specific turning state diagram and master-slave AGV trajectory diagram are shown below. Figure 2-6 As shown.

[0072] A dual-vehicle cooperative transport system for controlling relative displacement includes a main AGV monitoring module, a main AGV control module, a slave AGV monitoring and control module, and a slave AGV tracking module. The main AGV monitoring module and the slave AGV monitoring module are used to collect real-time position and attitude information of the main AGV and the slave AGV. The main AGV control module is used to obtain a set motion route and control the movement of the main AGV. The slave AGV tracking module is used to obtain the material length and the real-time position and attitude information of the main AGV and the slave AGV, process the information, and adjust the position and attitude of the slave AGV to keep the main AGV and the slave AGV moving forward in tandem and avoid relative displacement between them.

[0073] Before handling, the system is initialized to check the functionality of each module, set the predetermined trajectory for the master AGV, and input the material length for the slave AGV's follow-up control calculation. The master AGV then moves along the predetermined trajectory, simultaneously acquiring its current position and attitude information. The slave AGV prepares for subsequent tracking control by adapting to the vehicle distance and acquiring the master AGV's attitude, allowing for the measurement and adjustment of the distance between the master and slave AGVs based on the material length.

[0074] When the predetermined destination is reached, the main AGV stops moving. After the slave AGV tracking module confirms that the main AGV has stopped through the main AGV monitoring module, it gradually controls the slave AGV to stop moving, thus completing the transportation task.

[0075] In another embodiment, when the master AGV monitoring module detects that the master AGV is moving straight, the slave AGV tracking module keeps the relative distance between the master and slave AGVs unchanged; when the master AGV monitoring module detects that the master AGV is turning, the slave AGV tracking module adjusts the attitude of the slave AGV synchronously according to the attitude change of the master AGV, and uses the PID control method to ensure that the attitude and position of the master and slave AGV are synchronized during the turning process, and ensures consistency with the master AGV.

[0076] In another embodiment, the AGV tracking module is equipped with a distance error PID controller, a lateral error PID controller, and an attitude error PID controller. The distance error PID controller is used to eliminate the distance error d between the master and slave AGVs and adjust the speed or position of the slave AGV so that the slave AGV gradually approaches the set target position. The lateral error PID controller is used to eliminate the lateral error e1 between the master and slave AGVs and adjust the lateral position of the slave AGV so that the slave AGV and the master AGV always run in a straight line. The attitude error PID controller is used to eliminate the attitude error Δθ between the master and slave AGVs and adjust the direction of the slave AGV so that the attitude of the slave AGV is consistent with that of the master AGV, and so that the slave AGV and the master AGV remain parallel.

[0077] In another embodiment, both the master AGV monitoring module and the slave AGV monitoring module include GPS, IMU, LiDAR, camera, wheel encoder, infrared sensor, and communication module. GPS is used to acquire the position of the vehicle, IMU is used to acquire the vehicle's attitude information, the LiDAR and camera in the slave AGV monitoring module are used to monitor the relative position and attitude of the master AGV, and the communication module is used to transmit the information collected by the modules to the slave AGV tracking module. The wheel encoder is mainly used to measure wheel angle and rotation speed to control these parameters. The infrared sensor is mainly used to measure the distance between the master and slave AGVs and to monitor whether the master and slave AGVs have lateral deviations. The specific layout and monitoring process of the infrared sensor are as follows:

[0078] Sensor layout:

[0079] Infrared reflectors are installed on the left and right sides of the main AGV to ensure that the reflected signals can be detected by the infrared sensors of the AGV; infrared sensors are also installed on the left and right sides of the auxiliary AGV to ensure that they cover the location of the reflection point of the main AGV.

[0080] Methods for detecting lateral offset:

[0081] When the vehicle deviates laterally, the signals received from the left and right infrared sensors of the AGV change, thus detecting the relative offset between the master and slave AGVs. Specifically:

[0082] Normal state:

[0083] When the master AGV and the slave AGV are on the same straight line, the infrared sensors on the left and right sides of the slave AGV should receive infrared signals at equal distances. That is, the distance difference detected by the left and right sensors should be zero or within the allowable error range. This error range should be as small as possible, depending on the sensitivity and error of the actual sensors.

[0084] When the AGV shifts laterally (left or right), the signals detected by the infrared sensors on the left and right sides of the AGV will be different:

[0085] Shifting to the left: If the AGV shifts to the left, the distance to the left infrared sensor becomes shorter, and the distance to the right infrared sensor becomes longer.

[0086] To the right: If the AGV shifts to the right, the distance to the right infrared sensor becomes shorter, and the distance to the left infrared sensor becomes longer.

[0087] The embodiments described above merely illustrate specific implementation methods of this application, and while the descriptions are detailed and specific, they should not be construed as limiting the scope of protection of this application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the technical solution of this application, and these modifications and improvements all fall within the scope of protection of this application.

Claims

1. A method of controlling relative displacement of a dual vehicle cooperative handling system, characterized by, The method comprises setting a main AGV predetermined track and inputting a material length to be carried; acquiring position information and attitude information of the current main AGV, position information and attitude information of the slave AGV, adjusting the position of the slave AGV according to the position information and attitude information of the main AGV and the material length, so that the main AGV and the slave AGV keep moving on the same straight line; when the main AGV turns, calculating distance error, attitude error and lateral error between the main AGV and the slave AGV, and adjusting the motion parameters of the slave AGV by using PID control to control the three kinds of errors. The distance error d is calculated according to the following formula: where (X L ,Y L ) and (X F ,Y F ) are the center coordinate positions of the master AGV and the slave AGV, respectively, d X and d Y are the projections of the relative distance d between the master and slave AGVs in the horizontal direction and the vertical direction, respectively. The attitude error Δθ is calculated according to the following formula: Δθ = θ L -θ F where θ L and θ F are the heading angles of the two AGVs, respectively. The lateral error e1 is calculated according to the following formula: e1 = (Y F -Y L ) · cos(θ L ) - (X F -X L ) · sin(θ L ) 2. A method of controlling relative displacement of two vehicles for cooperative transport according to claim 1, characterized in that, The adjustment from the AGV's position needs to calculate the target position (X Ftarget ,Y Ftarget ) of the AGV, and the calculation formula is as follows: X Ftarget = X L - L cos(θ L ) Y Ftarget = Y L - L sin(θ L ) wherein (X L ,Y L ) is the center coordinate position of the master AGV, L is the length of the material, and θ L is the heading angle of the master AGV.

3. A method of controlling relative displacement of two vehicles for cooperative transport according to claim 1, wherein The adjustment of the three kinds of errors by using PID control of the slave AGV attitude comprises keeping the lateral error and the attitude error as 0 and the distance error as the material length.

4. A method of controlling the relative displacement of two vehicles according to claim 3, wherein, The PID control of the distance error d adjusts the speed or position of the slave AGV, so that the slave AGV gradually approaches the set target position: The PID control of the lateral error e1 adjusts the lateral position of the slave AGV, so that the slave AGV always runs on a straight line with the main AGV: The PID control of the attitude error Δθ adjusts the direction of the slave AGV, so that the attitude of the slave AGV is consistent with that of the main AGV, and the slave AGV keeps parallel with the main AGV:

5. A method of controlling the relative displacement of two vehicles according to claim 4, wherein, The control signals obtained by the PID control of the distance error d, the PID control of the lateral error e1 and the PID control of the attitude error Δθ are weighted and integrated as an integrated signal to control the slave AGV, and the specific weighting and integration process is as follows: The control signals of the three PIDs are prioritized, and initial weight coefficients are set for the PID control signals according to the priorities, the attitude error weight coefficient is ω Δθ , the lateral error weight coefficient is , and the distance error weight coefficient is ω d The control signals of the three PIDs are weighted according to the initial weight coefficients to generate integrated signals, the AGV is controlled by using the integrated signals, related data of the distance error, the lateral error and the attitude error are acquired in real time, the tracking effect is judged, the initial weight coefficients are dynamically adjusted based on the tracking effect, and the tracking effect is optimal, that is, the sum of the three errors is minimum.

6. A controlled relative displacement twin cart cooperative handling system, characterized by, The application of the double-car cooperative carrying method for controlling relative displacement according to any one of claims 1-5 comprises a main AGV monitoring module, a main AGV control module, a slave AGV monitoring and control module and a slave AGV tracking module, the main AGV monitoring module and the slave AGV monitoring module are respectively used to collect real-time position information and attitude information of the main AGV and the slave AGV, the main AGV control module is used to acquire a set motion route to control the motion of the main AGV, the slave AGV tracking module is used to acquire a material length and real-time position information and attitude information of the main AGV and the slave AGV, and after processing, the motion parameters of the slave AGV are adjusted to keep the main AGV and the slave AGV cooperative advancing and avoid relative displacement between them.

7. A controlled relative displacement dual cart cooperative handling system according to claim 6, wherein, When the main AGV monitoring module monitors the main AGV in straight running, the slave AGV tracking module keeps the relative distance between the main AGV and the slave AGV unchanged; when the main AGV monitoring module monitors the main AGV turning, the slave AGV tracking module adjusts the attitude of the slave AGV synchronously according to the attitude change of the main AGV, and uses the PID control method to ensure that the attitude and position of the main AGV and the slave AGV are synchronous in the turning process and consistent with the main AGV.

8. A controlled relative displacement dual cart cooperative handling system according to claim 7, wherein, The distance error PID controller is used for eliminating the distance error d between the master AGV and the slave AGV, adjusting the speed or position of the slave AGV, and making the slave AGV gradually approach the set target position; the lateral error PID controller is used for eliminating the lateral error e1 between the master AGV and the slave AGV, adjusting the lateral position of the slave AGV, and making the slave AGV run on a straight line with the master AGV at all times; and the attitude error PID controller is used for eliminating the attitude error Δθ between the master AGV and the slave AGV, adjusting the direction of the slave AGV, and making the attitude of the slave AGV consistent with that of the master AGV, so that the slave AGV keeps parallel with the master AGV.

9. A controlled relative displacement dual cart cooperative handling system according to claim 6, wherein, The master AGV monitoring module and the slave AGV monitoring module each comprise a GPS, an IMU, a laser radar, a camera, a wheel encoder, an infrared sensor and a communication module.

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