Load control method and system, storage medium and vehicle

Abstract

The invention discloses a method for carrying out load control. The method comprises the following steps: a main controller carries out reference time synchronization on regional controllers connected with all loads to be synchronized; obtaining the operation state of each load to be synchronized, and determining the driving start time of each load to be synchronized according to the load operation state; a driving instruction is sent to a corresponding area controller, and the area controller drives the loads to be synchronized at the driving starting moment; and obtaining the current synchronization parameters of the to-be-synchronized loads in the driving process, determining part of the to-be-synchronized loads needing to be adjusted when the current synchronization parameters are judged not to meet the preset requirements, and dynamically adjusting the driving parameters of the to-be-synchronized loads. The invention further discloses a corresponding system, a storage medium and a vehicle. By implementing the load synchronization method and device, the accuracy and smoothness of load synchronization can be improved, and the use experience is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle load synchronization, and particularly to a method, a system, a storage medium and a vehicle for performing load control. Background Art

[0002] In a vehicle's electronic control unit (ECU), it can be divided into a main control unit (Central Control Unit, CCU) and a zonal control unit (Zonal Control Unit, ZCU); among them, the ZCU is mainly responsible for the acquisition of input signals and the driving of output loads, and it is responsible for the control of specific vehicle areas (such as seats, windows, rearview mirrors, etc.). The CCU is responsible for coordinating and managing the work of each ZCU. Usually, the ZCU is connected to one or more symmetric loads, such as left and right rearview mirrors and driver and passenger seats, and these loads need to run synchronously in some scenarios.

[0003] There are several load synchronization schemes in the prior art:

[0004] Among them, in the existing first scheme, the CCU simultaneously sends drive instructions to each ZCU, and after receiving the drive instructions, the ZCU immediately starts driving the load to run. During the running process, the ZCU acquires the load status information and feeds it back to the CCU. After the running ends, it is confirmed whether the load meets the synchronization parameter requirements (such as, the distance difference is less than the distance difference threshold, and the time difference is less than the accuracy requirement) through the status information at the end of the load.

[0005] In the existing second scheme, the CCU simultaneously sends drive instructions to each ZCU, and the instructions contain a reference start time. The ZCU drives the load to run according to the reference time. During the running process, the ZCU acquires the load status information and feeds it back to the CCU. After the running ends, it is confirmed whether the load meets the synchronization parameter requirements, for example, whether the distance difference or the time difference is less than the corresponding accuracy requirement.

[0006] However, both of the existing two schemes have some deficiencies:

[0007] In the first scheme, due to the difference in link lengths, the time when each ZCU receives the CCU instruction may be different, resulting in inconsistent actual start times of the loads. Although the second scheme takes into account the reference time, due to the lack of an accurate clock synchronization mechanism, the actual start times of the loads driven by each ZCU may still be different.

[0008] At the same time, both of these two solutions have a common problem, that is, if the distance difference between the loads exceeds the allowable range, it cannot be dynamically adjusted through the mechanism, and it can only be judged whether the distance difference meets the requirements after the load operation ends. If the distance difference does not meet the requirements, the accuracy can only be adjusted by modifying the software configuration. Summary of the Invention

[0009] The technical problem to be solved by the present invention is to provide a method, a system, a storage medium and a vehicle for load control, which can improve the accuracy and smoothness of load synchronization and can improve the use experience of the passengers and drivers.

[0010] To solve the above technical problem, as one aspect of the present invention, there is provided a method for load control, which at least includes the following steps:

[0011] After the main controller obtains the connection status information of each load to be synchronized in the vehicle, it synchronizes the reference time of each area controller connected to each load to be synchronized;

[0012] The main control unit receives the operation status of the loads to be synchronized reported by each area controller, and determines the driving start time of each load to be synchronized according to the load operation status;

[0013] The main control unit sends a driving instruction carrying the driving start time to the area controller connected to each load to be synchronized;

[0014] The area controller drives each load to be synchronized at the driving start time according to the received driving instruction;

[0015] The main control unit obtains the current synchronization parameter of each load to be synchronized during the driving process. When it is determined that the current synchronization parameter does not meet the predetermined requirements, it determines some loads to be synchronized that need to be adjusted, and dynamically adjusts their driving parameters. The current synchronization parameter is the distance difference between each load to be synchronized.

[0016] As another aspect of the present invention, there is provided a system for load control, which at least includes:

[0017] A time synchronization unit for the main controller to synchronize the reference time of each area controller connected to each load to be synchronized after obtaining the connection status information of each load to be synchronized in the vehicle;

[0018] A driving start time determination unit for the main control unit to receive the operation status of each load to be synchronized reported by each area controller and determine the driving start time of each load to be synchronized according to the load operation status;

[0019] A driving instruction sending unit, configured to send, by a main control unit, a driving instruction carrying the driving start time to a regional controller connected to each load to be synchronized;

[0020] A driving processing unit, configured to drive, by a regional controller according to the received driving instruction, each load to be synchronized at the driving start time;

[0021] A synchronization adjustment processing unit, configured to obtain, by a main control unit, current synchronization parameters of each load to be synchronized during driving, and when it is determined that the current synchronization parameters do not meet a predetermined requirement, determine some loads to be synchronized that need to be adjusted, and dynamically adjust their driving parameters, where the current synchronization parameters are the distance differences between the loads to be synchronized.

[0022] As another aspect of the present invention, there is provided a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the method as described above are implemented.

[0023] As another aspect of the present invention, there is provided a controller, including a memory, a processor, and a computer program stored in the memory and executable on the processor, and when the processor executes the computer program, the steps of the method as described above are implemented.

[0024] As another aspect of the present invention, there is provided a vehicle, on which a main control unit connected to a TBOX is provided, the main control unit is connected to a plurality of regional controllers, and each regional controller is connected to at least one load, and the system as described above is deployed in the vehicle.

[0025] As another aspect of the present invention, there is provided a computer program product, including computer instructions, and the computer instructions instruct a computer device to perform operations corresponding to the method as described above.

[0026] Implementing the embodiments of the present invention has the following beneficial effects:

[0027] The present invention provides a method, a system, a storage medium, and a vehicle for load control. By reasonably deploying each ZCU node in the vehicle, it is ensured that the loads that need to be synchronized all start running according to a given reference time, and the distance differences between the running loads can be monitored in real time, and real-time dynamic adjustment is performed after exceeding a predetermined threshold, which can ensure that the loads that need to be synchronized finally meet the accuracy requirements in terms of time and distance difference, and improve the accuracy of load synchronization;

[0028] Implementing the present invention can accurately drive the synchronization of loads on the vehicle with time accuracy requirements, increase the smoothness of load operation, and there is no need to perform configuration adjustment through software after synchronization, improving the user experience. Description of the Drawings

[0029] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the accompanying drawings required for the description of the embodiments or the prior art. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, obtaining other accompanying drawings based on these drawings still belongs to the scope of the present invention;

[0030] Figure 1 It is a schematic diagram of the main process of an embodiment of a method for load control provided by the present invention;

[0031] Figure 2 It is a schematic diagram of the application environment related to the present invention;

[0032] Figure 3 It is a schematic diagram of the principle of seat load self-learning in an example of the present invention;

[0033] Figure 4 It is a schematic diagram of the seat load operation trajectory in an example of the present invention;

[0034] Figure 5 It is a schematic diagram of the operation curve of load synchronization without dynamic adjustment involved in an example;

[0035] Figure 6 It is a schematic diagram of the operation curve of load synchronization with dynamic adjustment using the method provided by the present invention in an example;

[0036] Figure 7 It is a schematic diagram of the structure of an embodiment of a system for load control provided by the present invention;

[0037] Figure 8 For Figure 7 it is a schematic diagram of the structure of the time synchronization unit;

[0038] Figure 9 For Figure 7 it is a schematic diagram of the structure of the driving start time determination unit;

[0039] Figure 10 For Figure 7 it is a schematic diagram of the structure of the synchronization adjustment processing unit. Detailed implementation manners

[0040] To make the objectives, technical solutions and advantages of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings.

[0041] As Figure 1 shown, it shows a schematic diagram of the main process of an embodiment of a method for load control provided by the present invention; in conjunction withFigures 2 to 6 As shown, in this embodiment, the method at least includes the following steps:

[0042] Step S10, after the main controller CCU obtains the connection status information of each load to be synchronized in the vehicle, perform reference time synchronization on each zone controller ZCU connected to each load to be synchronized;

[0043] Step S11, the main control unit receives the operating status of the loads to be synchronized reported by each zone controller, and determines the driving start time of each load to be synchronized according to the load operating status;

[0044] Step S12, the main control unit sends a driving instruction carrying the driving start time to the zone controller connected to each load to be synchronized;

[0045] Step S13, the zone controller drives each load to be synchronized at the driving start time according to the received driving instruction;

[0046] Step S14, the main control unit obtains the current synchronization parameters of each load to be synchronized during the driving process. When it is determined that the current synchronization parameters do not meet the predetermined requirements, determine some loads to be synchronized that need to be adjusted, and dynamically adjust their driving parameters. The current synchronization parameter is the distance difference between each load to be synchronized.

[0047] The following will be combined with Figures 2 to 6 to elaborate on each step in the method of the present invention in detail.

[0048] The present invention is applied to an application environment as Figure 2 shown. In the vehicle, there is a CCU connected to the TBOX. The CCU is connected to multiple ZCUs, and each ZCU is connected to at least one load. As shown in the figure, there are four ZCUs, namely ZCUA, ZCUB, ZCUC, and ZCUD. The load C1 connected to ZCUC and the load D1 connected to ZCUD are a pair of loads with a synchronous operation requirement. The loads with a synchronous operation requirement can be, for example, the unfolding of the left and right rearview mirrors, the opening of the left and right scissor doors, and the return of the driver and passenger seats. For example, in one example, the load C1 is the driver's seat, and the load D1 is the passenger's seat. Through the adjustment instruction sent by the CCU, it can ensure that the load C1 and the load D1 complete the entire driving process on the premise of meeting the synchronization parameters (distance difference and time difference).

[0049] In a specific example, in the step S10, first, detect the connection status of each load to be synchronized, and determine that each load to be synchronized is in an online state. Further included are:

[0050] After the system is powered on, the connection status of all loads connected through the CCU and ZCD is detected. The connection status of the loads includes three types: online, offline, and maintenance. In a specific example, the detection uses detection commands or feedback messages that need to carry content such as the load ID, connection status, load name, or brief description. Among them, the load ID is the unique identifier of the load, which can quickly locate the load device; the connection status is used to indicate the connection status of each load. The connection status includes three types: online, offline, and maintenance; the load name is the relevant description of the load device; and the brief description is the introduction and description of the basic situation of the load. Table 1 below shows the list of basic load information.

[0051] Table 1 List of Basic Load Information

[0052] Load Name Load ID Brief Introduction / Description Connection Status Load C1 L001 This is Load C1. Online Load C2 L002 This is Load C2. Offline Load D1 L003 This is Load D1. Online Load D2 L004 This is Load D2. Maintenance

[0053] Detect whether the connection status of each load to be synchronized is in the online state. If it is not in the online state, control the connection status of each load to be synchronized to enter the online state.

[0054] In a specific example, in step S10, the reference time synchronization is performed for each area controller connected to each load to be synchronized, including:

[0055] Step S110, after the CCU obtains the reference time from the cloud through the TBOX, the reference time is sent to each ZCU node, so that the local time of each ZCU node is synchronized with the reference time; specifically, after the cloud obtains a reliable reference time from other systems, it synchronizes to the TBOX, CCU, and ZCU nodes in sequence to ensure that the local time of each node in the system is synchronized with the reference time;

[0056] Step S111, the CCU sequentially sends a fixed number of test instructions to all connected ZCUs, and receives the response instructions returned by each ZCU, and calculates the average transmission time Tr from the CCU instruction to each ZCU instruction based on the time information of each sending of the test instruction and receiving of the response instruction.

[0057] After completing the reference time synchronization, the CCU sends a test instruction to all connected ZCUs and records the time when the instruction is sent. After receiving the test instruction, each ZCU immediately sends a response instruction to the CCU. When the CCU receives the response instruction sent by the ZCU, it immediately records the reception time, subtracts the sending time, and then divides the result by 2 to obtain the transmission time of the instruction between the CCU and the ZCU. As shown in Table 2, according to the defined number of times, the average transmission time Tr of the instruction sent by the CCU to each ZCU is calculated by taking the average of multiple tests; after sending a fixed number of test instructions, information such as the fastest response time and the slowest response time can also be obtained. As shown in Table 3 below, it shows the response time information obtained after the CCU sends multiple test instructions to each ZCU in an example.

[0058] Table 3 ZCU Response Time to CCU Instruction

[0059] ZCU Fastest Response Time (ms) Average Response Time (ms) Slowest Response Time (ms) ZCUA 1.2 1.5 1.8 ZCUB 1.2 1.5 1.8 ZCUC 1.3 1.5 1.7 ZCUD 1.3 1.5 1.7

[0060] In a specific example, in the step S11, the main control unit receives the operating status of the load to be synchronized reported by each area controller, and determines the driving start time of each load to be synchronized according to the load operating status, including:

[0061] Step S110, receiving the operating status of the load to be synchronized connected to the ZCU reported by each ZCU, where the operating status includes the information of the running distance, running time, and average speed of each synchronized load in the current cycle, the previous cycle, and the total time; as shown in Table 4 below, it is a list of load operating status in an example.

[0062] Table 4 List of Load Operating Status

[0063]

[0064] It can be seen from Table 4 that the load operating status information includes three groups of information.

[0065] The first group of information is three data: the running distance S, the running time T, and the average speed V. The running distance can be obtained by conversion through methods such as Hall pulses and analog-to-digital (AD) sampling. The running time T is obtained by using the local clock to obtain the current time and calculating the difference between the current time and the start time. The average speed V is obtained by dividing the running distance S by the running time T.

[0066] As Figure 3 shown, taking the seat load as an example to illustrate how to obtain the current position / running distance S of the load in real time. When leaving the factory, all seat loads will obtain their maximum travel S through self-learning AB . That is, by controlling the seat load with an instruction to run to the frontmost position A first and recording the position LA , then control the seat load to run to the last position B through instructions, and record this position L B , then calculate the maximum stroke S of the seat load through the most forward position and the last position AB :

[0067] S AB = L B - L A

[0068] The seat motor generates a continuous Hall pulse waveform during movement for position sensing and stall judgment. Through the maximum stroke S AB and the corresponding pulse count P AB , the corresponding relationship coefficient K between the Hall position signal and the running distance can be calculated. For example, 5 cm = 100 Hall pulse signals. Therefore, as long as the pulse count P c of the seat running to the current position is counted, the current position / run distance S of the seat load can be calculated c :

[0069] K = S AB / P AB

[0070] S c = P c * K

[0071] Where: K is the corresponding relationship coefficient between the pulse and the running distance; P AB is the total number of pulses corresponding to the total stroke; P c is the pulse count corresponding to the current position.

[0072] The second group of information is the running distance S c of this cycle, the cycle time T c of this cycle, and the average speed V c of this cycle. The cycle time T c of this cycle can be set through the system (such as 10 ms, 50 ms, 100 ms) and can be adjusted according to a certain strategy. The running distance S c of this cycle is obtained by calculation through the method in (1). The average speed V c of this cycle is obtained by calculating S c divided by T c .

[0073] The third group of information is the running distance S L of the previous cycle, the cycle time T L of the previous cycle, and the average speed V L of the previous cycle. In the first cycle when just powered on, the data of the previous cycle is defaulted to 0. After the end of this cycle, the data of this cycle is written into the previous cycle.

[0074] Step S111: Calculate the driving start time of each load to be synchronized according to the operating status of each load, where the driving start time Ts is determined by the following formula:

[0075] Ts = Tc + Tr + Te

[0076] Where: Tc is the local time when the CCU sends the driving instruction; Tr is the average transmission time for the CCU instruction to be transmitted to the ZCU; Te is the waiting time from when the CCU expects the ZCU to receive the instruction until starting to drive the load, and 0 means driving immediately.

[0077] In a specific example, in the step S12, the main control unit sends a driving instruction carrying the driving start time to the area controller connected to each load to be synchronized, which further includes:

[0078] The CCU sends the driving instruction carrying the driving start time to the corresponding ZCU. The driving instruction contains five fields: the sender, the receiver, the driving start time, the operation parameter, and the adjustment coefficient.

[0079] It can be understood that after the ZCU and the loads to be synchronized are ready, they wait for the driving instruction sent by the CCU. The format of the CCU driving instruction is shown in Table 5. The driving instruction contains five fields: the sender, the receiver, the driving start time, the operation parameter, and the adjustment coefficient. Among them, the sender is the CCU, the receiver is ZCUA / ZCUB / ZCUC / ZCUD, and the reference time is the time when the ZCU is expected to start driving the load.

[0080] Table 5 CCU Driving Instruction Format

[0081] Sender Receiver Drive Start Time Operating Parameters Adjustment Coefficient CCU Any ZCU Ts 2 0

[0082] Among them, the operation parameter contains 4 states: 3 - adjustment, 2 - running, 1 - stop, 0 - no instruction. The ZCU performs corresponding actions according to the received operation parameter status. The adjustment coefficient is used to adjust the running speed of the load and is valid only when the operation parameter is in the adjustment state (i.e., 3).

[0083] In the step S13, after receiving the driving instruction, the ZCU compares the local time with the driving start time. If the local time is earlier than the driving start time, it remains in the waiting state; otherwise, it drives the load to be synchronized connected to it to run, and obtains the operating status information of the load to be synchronized at the set period and feeds it back to the CCU.

[0084] It is understandable that after the ZCU receives the instruction with the driving start time sent by the CCU, it compares the local time with the driving start time. If the local time is earlier than the driving start time, it remains in a waiting state. If the local time is greater than or equal to the driving start time, it immediately starts driving the load to run, and the ZCU obtains the operating status information according to the set period and feeds it back to the CCU.

[0085] In a specific example, in step S14, the main control unit obtains the current synchronization parameters of each load to be synchronized during the driving process. When it is determined that the current synchronization parameters do not meet the predetermined requirements, it determines some of the loads to be synchronized that need to be adjusted, and dynamically adjusts their driving parameters. The current synchronization parameter is the distance difference between each load to be synchronized, including:

[0086] Step S140, the CCU receives the status information of each load to be synchronized reported by each ZCU, analyzes the operating status information of the load to be synchronized, and obtains the distance difference between each load to be synchronized;

[0087] In a specific example, the CCU analyzes the received operating status information of the synchronized load to obtain the current positions of two loads to be synchronized, so as to obtain the distance difference between each load to be synchronized;

[0088] Step S141, the main control unit determines whether the distance difference between each load to be synchronized is lower than a predetermined distance difference threshold. If the judgment result is greater than or equal to the distance difference threshold, the load to be synchronized with the judgment result greater than or equal to the distance difference threshold is determined as the load to be synchronized that needs to be adjusted;

[0089] Specifically, it is judged whether the distance difference and time difference between the two loads meet the requirements of synchronization accuracy. Table 6 shows some synchronization scenarios of the load and the list of distance difference thresholds;

[0090] Table 6 Synchronization Scenarios and Distance Difference Thresholds

[0091]

[0092] Furthermore, please refer to Figure 4 As shown, at time T1, the driver's seat has run S1a, while the passenger seat has run S2a. The distance difference between the two is: S1a - S2a. If this distance difference is greater than the distance difference threshold, dynamic adjustment operations need to be started. If the distance difference is less than the distance difference threshold, return to the previous step to continue monitoring the operating status of the load.

[0093] Step S142, the CCU calculates the adjustment coefficient for adjusting the driving parameters of each load to be synchronized that needs to be adjusted, and sends an adjustment instruction carrying the adjustment coefficient to each ZCU;

[0094] The following will be combined with Figure 4 the load operation trajectory diagram shown in

[0095] to illustrate the derivation and calculation process of the adjustment coefficient in the present invention. Figure 4 As shown, at time T0, the driver's seat and the co-driver's seat receive the drive instruction sent by the CCU with the reference time T0 and start to operate.

[0096] At time T1, the driver's seat runs a distance of S 1a at an average speed of V 1a :

[0097] V 1a = S 1a / (T1 - T0)

[0098] At the same time, the co-driver's seat runs a distance of S 1b at a speed of V 1b :

[0099] V 1b = S 1b / (T1 - T0)

[0100] At this time, the CCU discovers through the load status information obtained by the ZCU that the driver's seat is leading and the distance difference from the co-driver's seat is greater than the specified threshold, that is, S 1a - S 1b > S d . In the next operation cycle, the CCU issues an adjustment instruction with the adjustment coefficient A to adjust the slower-running co-driver's seat. After the ZCU receives the adjustment instruction at time T1, it starts to adjust the co-driver's seat. By time T2, the distance difference between the two is less than the threshold.

[0101] At this time, the driver's seat runs a distance of S 2a :

[0102] S 2a = V 1c *(T2 - T1)

[0103] At the same time, the co-driver's seat runs a distance of S 2b :

[0104] S 2b = A * V 2c *(T2 - T1)

[0105] It is necessary to satisfy S 1a + S 2a -(S 1b + S 2b ) < S d

[0106] After the above derivation, the calculation formula of the adjustment coefficient A is as follows:

[0107] S 1a +V 1c *(T2 - T1) - (S 1b +A * V 2c *(T2 - T1)) < S d

[0108] Where: S 1a and S 1b are the distances traveled by the driver's seat and the passenger seat at time T1;

[0109] V 1c and V 2c are the average speeds of the driver and the passenger in the current cycle. If not available, the average speed V of the previous cycle is taken; 1L and V 2L ; T1 is the start time of adjustment, T2 is the end time of adjustment; S d is the distance difference threshold; A is the adjustment coefficient;

[0110] After transposition and simplification, the calculation formula for the adjustment coefficient A is obtained as:

[0111] A > (S 1a - S 1b - S d + V 1c *(T2 - T1)) / V 2c *(T2 - T1).

[0112] Therefore, in the present invention, the notification formula for calculating the corresponding adjustment coefficient A is obtained:

[0113] A > (S 1a - S 1b - S d + V 1c *(T2 - T1)) / V 2c *(T2 - T1)

[0114] In this formula, T1 is the start time of adjustment, T2 is the end time of adjustment; S d is the distance difference threshold, S 1a is the distance traveled by the load to be synchronized without adjustment at time T1, S 1b is the distance traveled by the load to be synchronized that needs to be adjusted at time T1, V 1c is the average speed of the load to be synchronized without adjustment in the current cycle, V 2c is the average speed of the load to be synchronized that needs to be adjusted in the current cycle.

[0115] Step S143: Each ZCU controls the running speed of the load to be synchronized that needs to be adjusted according to the adjustment coefficient until the distance difference between the loads to be synchronized is lower than a predetermined distance difference threshold. In a specific example, the ZCU adjusts the running speed of the problem load according to the adjustment instruction (including adjustment parameters) sent by the CCU until the distance difference between the two loads to be synchronized meets the accuracy threshold requirement again.

[0116] Step S143: After the load adjustment is completed, the main control unit sends a release adjustment instruction to each regional controller, and the regional controller controls the adjusted load to resume running at the original speed according to the release adjustment instruction until the end of the entire running process.

[0117] Regarding the problem of asynchronous starting times of load operations, by introducing a reference time and combining a time synchronization mechanism and transmission time monitoring, it is ensured that the loads to be synchronized start running based on the same reference time. Regarding the problem that the distance difference and time difference between loads may exceed the distance difference threshold during the running process, the CCU sends an adjustment instruction to dynamically adjust the running speed of the load to ensure that the distance difference between the loads to be synchronized returns to the allowable range and then continues to complete the remaining drive, ensuring the synchronization of load operations.

[0118] The specific effects can be compared Figure 5 and Figure 6 as shown. Figure 5 is the running curve of the synchronous load without the intervention of the CCU adjustment instruction, Figure 6 and Figure 5 is the running curve of the synchronous load with the intervention of the CCU adjustment instruction. In Figure 6 , the distance difference between load C1 and load D1 during operation exceeds the distance difference threshold, but due to the lack of an adjustment mechanism, the synchronization parameter requirements are not met when the drive is completed. In Figure 6 , the distance difference between load C1 and load D1 during operation exceeds the distance difference threshold. At this time, the dynamic adjustment mechanism of the CCU is introduced, so that the distance difference between the loads returns below the threshold, and the synchronization parameter requirements are met when the loads complete the drive.

[0119] It can be understood that in the method of the present invention, it continues to monitor whether there is a new drive request. If so, it returns to step S13. If not, the process ends.

[0120] As Figure 7 shown, it shows a schematic structural diagram of an embodiment of a system for load control provided by the present invention. Combining it with Figures 8 to 10 shown, in this embodiment, the system is applied to the CCU, and the load control system 1 at least includes:

[0121] The time synchronization unit 10 is used for the CCU to perform reference time synchronization on each ZCU connected to each load to be synchronized after obtaining the connection status information of each load to be synchronized in the vehicle;

[0122] The driving start time determination unit 11 is used for the CCU to receive the operating status of each load to be synchronized reported by each regional controller, and determine the driving start time of each load to be synchronized according to the load operating status;

[0123] The driving instruction sending unit 12 is used for the CCU to send a driving instruction carrying the driving start time to the ZCU connected to each load to be synchronized;

[0124] The driving processing unit 13 is used for the ZCU to drive each load to be synchronized at the driving start time according to the driving instruction;

[0125] The synchronization adjustment processing unit 14 is used for the CCU to obtain the current synchronization parameters of each load to be synchronized during the driving process, and when it is determined that the current synchronization parameters do not meet the predetermined requirements, determine some loads to be synchronized that need to be adjusted, and dynamically adjust their driving parameters. The current synchronization parameter is the distance difference between each load to be synchronized.

[0126] More specifically, as Figure 8 shown, the time synchronization unit 10 further includes:

[0127] The reference time synchronization unit 100 is used for the CCU to obtain the reference time from the cloud from the TBOX, and then send the reference time to each ZCU node, so that the local time of each ZCU node is synchronized with the reference time;

[0128] The average transmission time acquisition unit 101 is used for the CCU to sequentially send a fixed number of test instructions to all connected ZCUs, and receive the response instructions returned by each ZCU, and calculate the average transmission time Tr of the CCU instruction to each ZCU instruction according to the time information of each sending of the test instruction and receiving the response instruction.

[0129] More specifically, as Figure 9 shown, the driving start time determination unit 11 further includes:

[0130] The operating status receiving unit 110 is used for receiving the operating status of each load to be synchronized connected to the ZCU reported by each ZCU. The operating status includes the running distance, running time and average speed information of the load to be synchronized in the current cycle, the previous cycle and the total time;

[0131] The driving start time calculation unit 111 is used for calculating the driving start time of each load to be synchronized according to the operating status of each load, where the driving start time Ts is determined by the following formula:

[0132] Ts = Tc + Tr + Te

[0133] Wherein: Tc is the local time when the CCU sends the drive instruction; Tr is the average transmission time for the CCU instruction to be transmitted to the ZCU; Te is the waiting time from when the CCU expects the ZCU to receive the instruction until starting to drive the load, and Te = 0 means immediate driving.

[0134] More specifically, in the drive instruction sending unit 12, the drive instruction includes five fields: the sender, the receiver, the drive start time, the operation parameters, and the adjustment coefficient.

[0135] In the drive control unit 131, after receiving the drive instruction, the ZCU compares the local time with the drive start time. If the local time is earlier than the drive start time, it remains in a waiting state; otherwise, it drives the load to be synchronized that it is connected to to run, and acquires the operation state information of the load to be synchronized at a set period and feeds it back to the CCU.

[0136] More specifically, as Figure 10 shown, the synchronization adjustment processing unit 14 further includes:

[0137] A state information analysis unit 140, which is used for the CCU to receive the state information of each load to be synchronized reported by each regional controller, analyze the operation state information of the load to be synchronized, obtain the distance difference between each load to be synchronized, and determine whether the distance difference between each load to be synchronized is lower than a predetermined distance difference threshold;

[0138] An adjustment load determination unit 141, which is used for when the judgment result of the state information analysis unit 140 is greater than or equal to the distance difference threshold, determining the load to be synchronized whose judgment result is greater than or equal to the distance difference threshold as the load to be synchronized that needs to be adjusted;

[0139] An adjustment coefficient calculation unit 142, which is used for calculating the adjustment coefficient and sending an adjustment instruction carrying the adjustment coefficient to each ZCU, and the adjustment coefficient is used for adjusting the drive parameters of each load to be synchronized that needs to be adjusted;

[0140] Wherein, the adjustment coefficient calculation unit 141 obtains the corresponding adjustment coefficient A by using the following formula:

[0141] A > (S 1a - S 1b - S d + V 1c * (T2 - T1)) / V 2c * (T2 - T1)

[0142] Among them, T1 is the start time of adjustment, T2 is the end time of adjustment; S d is the distance difference threshold, S 1a S is the distance that the load to be synchronized without adjustment has traveled at time T1, 1b V is the distance that the load to be synchronized has traveled at time T1. 1c is the average speed of the load to be synchronized in the current cycle without adjustment, V 2c The average speed of the load to be synchronized that needs to be adjusted in the current cycle;

[0143] an adjustment processing unit 143, configured for each ZCU to control the operating rate of the load to be synchronized that needs to be adjusted according to the adjustment coefficient until the distance difference between each load to be synchronized is lower than a predetermined distance difference threshold;

[0144] The regulation release unit 143 is used for the CCU to send a regulation release instruction to each ZCU after the load regulation is completed. The ZCU controls the regulated load to return to the original speed and continue to run according to the regulation release instruction until the entire operation process is completed.

[0145] For more details, please refer to and combine the above Figures 1 to 6 The description is not repeated here.

[0146] Accordingly, as another aspect of the present invention, a computer-readable storage medium is provided, on which a computer program is stored, and when the computer program is executed by a processor, the above-mentioned Figures 1 to 6 For more details, please refer to and combine the above Figures 1 to 6 The description is not repeated here.

[0147] Accordingly, as another aspect of the present invention, a controller is provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the aforementioned Figures 1 to 6 For more details, please refer to and combine the above Figures 1 to 6 The description is not repeated here.

[0148] Accordingly, as another aspect of the present invention, a computer program product is provided, comprising computer instructions, wherein the computer instructions instruct a computer device to execute the aforementioned Figures 1 to 6 For more details, please refer to and combine the above Figures 1 to 6 The description is not repeated here.

[0149] Correspondingly, as another aspect of the present invention, a vehicle is further provided, on which a CCU connected to the TBOX is arranged. The CCU is connected to a plurality of ZCUs, and each ZCU is connected to at least one load. It is characterized in that the Figures 7 to 10 described system is deployed in the vehicle. For more details, please refer to and combine the foregoing description of Figures 7 to 10 , and details will not be repeated here.

[0150] Implementing the embodiments of the present invention has the following beneficial effects:

[0151] The present invention provides a method, a system, a storage medium, and a vehicle for load control. By reasonably deploying each ZCU node in the vehicle, it is ensured that the loads that need to be synchronized start running according to a given reference time, and the distance difference between the running loads can be monitored in real time, and real-time dynamic adjustment is performed after exceeding a predetermined threshold, which can ensure that the loads that need to be synchronized finally meet the accuracy requirements in terms of time and distance difference, improving the accuracy of load synchronization;

[0152] Implementing the present invention can accurately drive the synchronization of loads on the vehicle with time accuracy requirements, can increase the smoothness of load operation, and there is no need to perform configuration adjustment through software after synchronization, improving the user experience.

[0153] Those skilled in the art should understand that the embodiments of the present invention can be provided as a method, a device, or a computer program product. Therefore, the present invention can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present invention can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0154] The present invention is described with reference to the flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to the embodiments of the present invention. It should be understood that each process and / or block in the flowcharts and / or block diagrams, and the combination of processes and / or blocks in the flowcharts and / or block diagrams, can be realized by computer program instructions. These computer program instructions can be provided to the processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing devices to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing devices generate a device for realizing the functions specified in Figure One one process or multiple processes and / or blocks Figure One one block or multiple blocks.

[0155] The above-disclosed is only a preferred embodiment of the present invention, and of course, it cannot be used to limit the scope of the rights of the present invention. Therefore, equivalent changes made according to the claims of the present invention still fall within the scope covered by the present invention.

Claims

1. A method for load control, characterized in that, It includes at least the following steps: After the master controller obtains the connection status information of each load to be synchronized in the vehicle, it synchronizes the reference time of each area controller connected to each load to be synchronized; The master control unit receives the operating status of the loads to be synchronized reported by each area controller, and determines the driving start time of each load to be synchronized according to the load operating status; The master control unit sends a driving instruction carrying the driving start time to the area controller connected to each load to be synchronized; The area controller drives each load to be synchronized at the driving start time according to the driving instruction; The master control unit obtains the current synchronization parameter of each load to be synchronized during the driving process. When it is determined that the current synchronization parameter does not meet the predetermined requirements, it determines some loads to be synchronized that need to be adjusted, and dynamically adjusts their driving parameters, where the current synchronization parameter is the distance difference between each load to be synchronized.

2. The method according to claim 1, wherein Synchronizing the reference time of each area controller connected to each load to be synchronized includes: After the master controller obtains the reference time from the cloud from the TBOX, it sends the reference time to each area controller, so that the local time of each area controller is synchronized with the reference time; The master controller sends a fixed number of test instructions to each area controller respectively, and receives the response instructions returned by each area controller, and calculates the average transmission time between the master control unit and each area controller according to the time information of each sending of the test instruction and receiving the response instruction.

3. The method according to claim 2, wherein The master control unit receives the operating status of the loads to be synchronized reported by each area controller, and determines the driving start time of each load to be synchronized according to the load operating status, including: Receiving the operating status of the loads to be synchronized reported by each area controller, where the operating status includes the running distance, running time, and average speed information of each load to be synchronized in the current cycle, the previous cycle, and the total time. Among them, the running distance is obtained by conversion through Hall pulses or analog-to-digital sampling; According to the operating status of each load to be synchronized, calculate the driving start time of each load to be synchronized, where the driving start time Ts is determined by the following formula: [[ID= ​ 4. The method according to claim 3, characterized in that, ​ ​ ​ 5. The method according to claim 4, characterized in that, The main control unit obtains the current synchronization parameters of each load to be synchronized during the driving process. When it is determined that the current synchronization parameters do not meet the predetermined requirements, it determines some loads to be synchronized that need to be adjusted and dynamically adjusts their driving parameters, including: The main control unit receives the status information of each load to be synchronized reported by each area controller, analyzes the operating status information of the loads to be synchronized, and obtains the distance difference between each load to be synchronized; The main control unit determines whether the distance difference between each load to be synchronized is lower than a predetermined distance difference threshold. If the judgment result is greater than or equal to the distance difference threshold, the load to be synchronized with the judgment result greater than or equal to the distance difference threshold is determined as the load to be synchronized that needs to be adjusted; The main control unit calculates the adjustment coefficient for adjusting the driving parameters of each load to be synchronized that needs to be adjusted, and sends an adjustment instruction carrying the adjustment coefficient to each area controller; Each area controller controls the running speed of the load to be synchronized that needs to be adjusted according to the adjustment coefficient until the distance difference between each synchronized load is lower than the predetermined distance difference threshold; After the load adjustment is completed, the main control unit sends a de - adjustment instruction to each area controller, and the area controller controls the adjusted load to resume running at the original speed according to the de - adjustment instruction.

6. The method according to claim 5, wherein The main control unit calculates the adjustment coefficient for adjusting the driving parameters of each load to be synchronized that needs to be adjusted, including: The main control unit calculates the corresponding adjustment coefficient A using the following formula: A>(S 1a -S 1b -S d +V 1c *(T2 - T1)) / V 2c *(T2 - T1) Among them, T1 is the start time of adjustment, and T2 is the end time of adjustment; S d is the distance difference threshold, S 1a is the distance that the load to be synchronized without adjustment has run at time T1, S 1b is the distance that the load to be synchronized that needs adjustment has run at time T1, V 1c is the average speed of the load to be synchronized without adjustment in the current cycle, V 2c is the average speed of the load to be synchronized that needs adjustment in the current cycle.

7. A system for performing load control, characterized in that, At least including: A time synchronization unit, which is used for the main controller to perform reference time synchronization on each area controller connected to each load to be synchronized after obtaining the connection status information of each load to be synchronized in the vehicle; A driving start time determination unit, which is used for the main control unit to receive the operating status of each load to be synchronized reported by each area controller, and determine the driving start time of each load to be synchronized according to the load operating status; A driving instruction sending unit, which is used for the main control unit to send a driving instruction carrying the driving start time to the area controller connected to each load to be synchronized; A driving processing unit, which is used for the area controller to drive each load to be synchronized at the driving start time according to the driving instruction; A synchronization adjustment processing unit, which is used for the main control unit to obtain the current synchronization parameters of each load to be synchronized during the driving process. When it is determined that the current synchronization parameters do not meet the predetermined requirements, it determines some loads to be synchronized that need to be adjusted and dynamically adjusts their driving parameters. The current synchronization parameter is the distance difference between each load to be synchronized.

8. The system according to claim 7, wherein The time synchronization unit further includes: A reference time synchronization unit, which is used for the main controller to obtain the reference time from the cloud through the TBOX and then send the reference time to each area controller, so that the local time of each area controller is synchronized with the reference time; An average transmission time acquisition unit, which is used for the main controller to send a fixed number of test instructions to each area controller respectively, and receive the response instructions returned by each area controller, and calculate the average transmission time between the main control unit and each area controller according to the time information of each sending of the test instruction and receiving of the response instruction.

9. The system according to claim 7, wherein The driving start time determination unit further includes: An operating state receiving unit, configured to receive the operating states of the loads to be synchronized reported by each regional controller. The operating states include the traveled distances, traveled times, and average speed information of the loads to be synchronized in the current cycle, the previous cycle, and the total time. Among them, the traveled distance is obtained by conversion through Hall pulses or AD sampling; A driving start time calculation unit, configured to calculate the driving start times of the loads to be synchronized according to the operating states of the loads. The driving start time Ts is determined by the following formula: Ts = Tc + Tr + Te Where: Tc is the local time when the main control unit sends a driving instruction; Tr is the average transmission time for the instruction of the main control unit to be transmitted to the regional controller; Te is the waiting time from when the main control unit expects the regional controller to receive the instruction to when it starts driving the load. Te = 0 means immediate driving.

10. The system according to claim 8 or 9, characterized in that, The driving instruction sent by the driving instruction sending unit includes fields of the sender, receiver, driving start time, operation parameters, and adjustment coefficients. In the driving processing unit, after receiving the driving instruction, the control regional controller compares the local time with the driving start time. If the local time is earlier than the driving start time, it remains in a waiting state; otherwise, it drives the load to be synchronized connected thereto to operate, and obtains the operating state information of the load to be synchronized according to the set cycle and feeds it back to the main control unit.

11. The system according to claim 10, characterized in that, The synchronization adjustment processing unit further includes: A state information analysis unit, configured to receive the state information of the loads to be synchronized reported by each regional controller by the main control unit, analyze the operating state information of the loads to be synchronized, obtain the distance differences between the loads to be synchronized, and determine whether the distance differences between the loads to be synchronized are lower than a predetermined distance difference threshold; An adjustment load determination unit, configured to, when the judgment result of the state information analysis unit is greater than or equal to the distance difference threshold, determine the loads to be synchronized with the judgment result greater than or equal to the distance difference threshold as the loads to be synchronized that need to be adjusted; An adjustment coefficient calculation unit, configured to calculate an adjustment coefficient and send an adjustment instruction carrying the adjustment coefficient to each regional controller. The adjustment coefficient is used to adjust the driving parameters of each load to be synchronized that needs to be adjusted; An adjustment processing unit, configured to each regional controller controls the running speed of the load to be synchronized that needs to be adjusted according to the adjustment coefficient until the distance differences between the synchronized loads are lower than a predetermined distance difference threshold; An adjustment cancellation unit, configured to after the load adjustment is completed, the main control unit sends an adjustment cancellation instruction to each regional controller, and the regional controller controls the adjusted load to resume running at the original speed according to the adjustment cancellation instruction.

12. The system according to claim 11, wherein The adjustment coefficient calculation unit calculates the corresponding adjustment coefficient A using the following formula: A>(S 1a -S 1b -S d +V 1c *(T2 - T1)) / V 2c *(T2 - T1) Among them, T1 is the start time of adjustment, and T2 is the end time of adjustment; S d is the distance difference threshold, S 1a is the distance that the load to be synchronized without adjustment has run at time T1, S 1b is the distance that the load to be synchronized with adjustment has run at time T1, V 1c is the average speed of the load to be synchronized without adjustment in the current cycle, V 2c is the average speed of the load to be synchronized with adjustment in the current cycle.

13. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 6.

14. A controller, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 6.

15. A vehicle is provided with a main control unit connected to a TBOX. The main control unit is connected to a plurality of area controllers, and each area controller is connected to at least one load. It is characterized in that, The system according to any one of claims 7 to 12 is deployed in the vehicle.

16. A computer program product comprising computer instructions that direct a computer device to perform operations corresponding to the method according to any one of claims 1 to 6.

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