Expandable multi-drive carrying platform control method and system, electronic equipment and medium

Abstract

The invention discloses an expandable multi-drive carrying platform control method and system, electronic equipment and a medium, and the method comprises the steps: obtaining first rotation information and first motion information of a preset drive unit, and carrying out the calculation through a relative motion algorithm to obtain first motion state data; according to the first position information and the first motion state data of the frame cargo aggregate, second motion state data are calculated through a preset rigid body dynamics algorithm; determining first pose information according to the second position information and the first rotation information of the guiding unit; according to the first pose information, target driving data of the frame cargo aggregate are determined through a preset driving control strategy; and according to the target driving data and the second motion state data, calculating to obtain a control adjustment force so as to control the preset driving unit. According to the embodiment of the invention, automatic control of the expandable multi-drive carrying platform can be realized, and the stability and reliability of control are effectively improved. The method can be widely applied to the technical field of intelligent transportation.

Description

Technical Field

[0001] The present application relates to the field of intelligent transportation technology, and in particular to a control method, system, electronic device and medium for an expandable multi-drive transport platform. Background Art

[0002] Traditional fixed-frame multi-drive transport platforms typically employ hybrid control. A central controller calculates control variables for each drive unit based on traditional steering and drive strategies (such as Ackermann steering, slanting, wedge steering, pivoting, and differential steering) and transmits these variables to each drive unit. Each drive unit then implements control based on its own motion feedback to adjust the overall position of the transported object.

[0003] In the related art, the method of controlling multiple units by a single terminal has advantages when the power source is unified and the number of control objects is small. However, the existing scalable and reconfigurable multi-drive carrier platforms have also exposed some shortcomings when adopting this type of architecture. For example, when adding drive units to existing self-propelled modular transport vehicles, not only power connections need to be established, but also communication matching is required, which increases the difficulty of expanding the multi-drive carrier platform. In addition, since the movement of each drive unit is heavily dependent on upper-level control and lacks autonomy, this undoubtedly increases the computing burden of the terminal controller, making it difficult to achieve stable and reliable control of the carrier platform.

[0004] In summary, the technical problems existing in the relevant technologies need to be improved. Summary of the Invention

[0005] The main purpose of the embodiments of the present application is to propose a control method, system, electronic device and medium for an expandable multi-drive carrier platform, which can realize automatic control of the expandable multi-drive carrier platform and effectively improve the stability and reliability of the control.

[0006] To achieve the above objectives, one aspect of an embodiment of the present application provides a control method for an expandable multi-drive carrier platform, the method comprising the following steps:

[0007] Obtaining first rotation information and first motion information of a preset drive unit, and calculating first motion state data based on the first rotation information and the first motion information using a relative motion algorithm; wherein the first rotation information includes rotation data of the preset drive unit relative to the frame-cargo assembly; the first motion information includes motion data of the preset drive unit in a geodetic coordinate system; and the first motion state data includes the motion state of a current support point of the frame-cargo assembly relative to the geodetic coordinate system;

[0008] Second motion state data is calculated using a preset rigid body dynamics algorithm based on the first position information of the frame-cargo assembly and the first motion state data; wherein the first position information includes position data of the current support point of the frame-cargo assembly in the frame-cargo assembly coordinate system; and the second motion state data includes motion state data of the center of mass of the frame-cargo assembly in the geodetic coordinate system;

[0009] Determining first posture information based on second position information of the guide unit and the first rotation information; wherein the second position information includes position information of the guide unit in a preset drive unit coordinate system; and the first posture information includes posture data of the guide unit in a frame-cargo assembly coordinate system;

[0010] Determining target driving data of the frame-cargo assembly through a preset driving control strategy according to the first posture information;

[0011] A control adjustment force is calculated according to the target driving data and the second motion state data, so as to control the preset driving unit through the control adjustment force.

[0012] In some embodiments, obtaining first rotation information and first motion information of a preset driving unit, and calculating first motion state data using a relative motion algorithm according to the first rotation information and the first motion information, includes:

[0013] The first rotation information and the first motion information are acquired by a preset sensor; wherein the preset sensor is provided on the preset driving unit;

[0014] The first motion state data is obtained by converting the first rotation information, the first motion information and the preset coordinate relationship through a relative motion algorithm; wherein the preset coordinate relationship is determined by the relationship between the frame cargo assembly coordinate system, the preset drive unit coordinate system and the earth coordinate system.

[0015] In some embodiments, determining the first posture information according to the second position information of the guiding unit and the first rotation information includes:

[0016] performing a coordinate transformation based on the second position information and the first rotation information in combination with preset relative posture data to obtain third position information; wherein the preset relative posture data includes a preset initial relative posture of the drive unit and a frame-cargo assembly coordinate system; and the third position information includes position data of the guide unit in the frame-cargo assembly coordinate system;

[0017] performing time differentiation on the third position information to obtain position differential data;

[0018] The first posture information is determined based on the position differential data in combination with the second rotation information and the second motion information; wherein the first posture information includes the speed and time distance of the guide unit relative to the frame cargo assembly; the second rotation information includes the rotation data of the preset drive unit relative to the geodetic coordinate system; the second motion information includes the motion data of the guide unit relative to the preset drive unit coordinate system.

[0019] In some embodiments, determining target driving data of the frame-cargo assembly using a preset driving control strategy according to the first posture information includes:

[0020] The preset driving control strategy is constructed according to a preset distance parameter and a preset safety time interval; wherein the preset distance parameter includes the distance between the frame cargo assembly and the guide unit;

[0021] The target driving data is obtained by calculating the preset driving control strategy according to the third position information and the first posture information; wherein the target driving data includes the overall target driving force vector of the frame and cargo assembly at the current moment.

[0022] In some embodiments, constructing the preset driving control strategy according to the preset distance parameter and the preset safety time interval includes:

[0023] When it is determined that the preset distance parameter is greater than the preset safety time interval, determining the driving control mode to be the speed-up mode;

[0024] Alternatively, when it is determined that the preset distance parameter is less than the preset safety time interval, the driving control mode is determined to be a deceleration mode.

[0025] In some embodiments, after calculating the control adjustment force according to the target drive data and the second motion state data to control the preset drive unit by the control adjustment force, the method further includes:

[0026] Analyzing the interaction between the preset drive unit and the vehicle-cargo assembly to determine preset adjustment conditions; wherein the preset adjustment conditions include a stable posture state of the vehicle-cargo assembly and sufficient conditions for posture stability;

[0027] The relative positional relationship between the marker and the center of mass of the vehicle frame and cargo assembly is adjusted according to the preset adjustment condition.

[0028] In some embodiments, the calculating the control adjustment force according to the target drive data and the second motion state data to control the preset drive unit by the control adjustment force includes:

[0029] determining a target adjustment amount of driving information of the frame-cargo assembly according to the target driving data and the second motion state data;

[0030] The control adjustment force is obtained by calculating the target adjustment amount of the driving information and the preset driving force control rate;

[0031] The next moment output of the preset driving unit is adjusted according to the control adjustment force.

[0032] To achieve the above objectives, another aspect of the present application provides a scalable multi-drive carrier platform control system, the system comprising:

[0033] A first module is configured to obtain first rotation information and first motion information of a preset drive unit, and calculate first motion state data based on the first rotation information and the first motion information using a relative motion algorithm; wherein the first rotation information includes rotation data of the preset drive unit relative to the frame-cargo assembly; the first motion information includes motion data of the preset drive unit in a geodetic coordinate system; and the first motion state data includes the motion state of a current support point of the frame-cargo assembly relative to the geodetic coordinate system;

[0034] a second module configured to calculate, based on the first position information of the frame-cargo assembly and the first motion state data, second motion state data by a preset rigid body dynamics algorithm; wherein the first position information includes position data of a current support point of the frame-cargo assembly in a frame-cargo assembly coordinate system; and the second motion state data includes motion state data of a center of mass of the frame-cargo assembly in a geodetic coordinate system;

[0035] a third module, configured to determine first posture information based on second position information of the guide unit and the first rotation information; wherein the second position information includes position information of the guide unit in a preset drive unit coordinate system; and the first posture information includes posture data of the guide unit in a frame-cargo assembly coordinate system;

[0036] A fourth module is configured to determine target driving data of the frame-cargo assembly through a preset driving control strategy according to the first posture information;

[0037] The fifth module is configured to calculate a control adjustment force according to the target driving data and the second motion state data, so as to control the preset driving unit through the control adjustment force.

[0038] To achieve the above-mentioned object, another aspect of the present application provides an electronic device, comprising:

[0039] at least one processor;

[0040] at least one memory for storing at least one program;

[0041] When the at least one program is executed by the at least one processor, the at least one processor implements the above method.

[0042] To achieve the above-mentioned purpose, another aspect of an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and the computer program implements the above-mentioned method when executed by a processor.

[0043] Embodiments of the present application include at least the following beneficial effects: The present application provides a control method, system, electronic device, and medium for an expandable multi-drive transport platform. This solution uses a preset rotation data (first rotation information) of a drive unit relative to a vehicle-cargo assembly and preset motion data (first motion information) of the drive unit in a geodetic coordinate system to calculate, using a relative motion algorithm, first motion state data, i.e., the motion state of the current support point of the vehicle-cargo assembly relative to the geodetic coordinate system. Subsequently, embodiments of the present invention calculate, using a preset rigid body dynamics algorithm, second motion state data, i.e., the motion state data of the center of mass of the vehicle-cargo assembly in the geodetic coordinate system, based on the position data (first position information) of the current support point of the vehicle-cargo assembly in the vehicle-cargo assembly coordinate system and the first motion state data. Furthermore, an embodiment of the present invention determines the position data (first position information) of the guide unit in the frame-cargo assembly coordinate system based on the position information (second position information) of the guide unit in the preset drive unit coordinate system and the first rotation information, and then determines the target drive data of the frame-cargo assembly through a preset drive strategy based on the first position information, so as to calculate the control adjustment force according to the target drive data and the second motion state data, and control the preset drive unit through the control adjustment force, thereby realizing automatic control of the expandable multi-drive transport platform and effectively improving the stability and reliability of the control. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Figure 1 is a flow chart of a control method for an expandable multi-drive carrier platform provided by an embodiment of the present invention;

[0045] Figure 2 is a schematic diagram of relative acceleration decomposition provided by an embodiment of the present invention;

[0046] Figure 3 is a schematic diagram of relative velocity decomposition provided by an embodiment of the present invention;

[0047] Figure 4 is a schematic diagram of the target posture relationship provided by an embodiment of the present invention;

[0048] Figure 5 Schematic diagram of torque variation with angle provided by an embodiment of the present invention;

[0049] Figure 6 is a schematic diagram of adaptive balance dynamic analysis provided by an embodiment of the present invention;

[0050] Figure 7 This is a decomposition diagram of target driving force adjustment provided by an embodiment of the present invention;

[0051] Figure 8 This is a schematic diagram of the logical relationship of the control of the expandable multi-drive carrier platform provided by an embodiment of the present invention;

[0052] Figure 9 Schematic diagram of the structure of an expandable multi-drive carrier platform control system provided by an embodiment of the present invention;

[0053] Figure 10 It is a schematic diagram of the hardware structure of the electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0054] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application is further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are only used to explain the present application and are not intended to limit the present application. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the embodiments of the present application. They are merely examples of devices and methods consistent with some aspects of the embodiments of the present application as detailed in the appended claims.

[0055] It will be understood that the terms "first", "second", etc. used in this application may be used herein to describe various concepts, but unless otherwise specified, these concepts are not limited by these terms. These terms are only used to distinguish one concept from another. For example, without departing from the scope of the embodiments of the present application, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Depending on the context, the words "if" and "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining".

[0056] The terms "at least one", "plurality", "each", "any", etc. used in this application include "at least one", "two" or more, "plurality" or "each", "any" or "any one", "each" or "any one" as used herein.

[0057] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application pertains. The terms used herein are for the purpose of describing the embodiments of this application only and are not intended to limit this application.

[0058] Before explaining the embodiments of the present application in detail, some of the nouns and terms involved in the embodiments of the present application are first explained. The nouns and terms involved in the embodiments of the present application are subject to the following explanations.

[0059] The frame cargo assembly refers to the entire frame above the expandable multi-drive transport platform and the heavy objects on it, which can be regarded as a rigid body.

[0060] Traditional fixed-frame multi-drive transport platforms typically employ hybrid control. A central controller calculates the control variables for each drive unit based on traditional steering and drive strategies (e.g., Ackerman steering, slanting, wedge steering, pivoting, and differential steering) and transmits these control variables to each drive unit. Each drive unit then completes control based on its own motion feedback to adjust the position of the entire transport object. In related art, a single terminal controlling multiple units offers advantages when the power source is unified and the number of control objects is small. However, existing scalable and reconfigurable multi-drive transport platforms employing this architecture also exhibit some shortcomings. For example, existing self-propelled modular transport vehicles require not only power connections but also communication matching when adding drive units, which increases the difficulty of expanding the multi-drive transport platform. Furthermore, since the motion of each drive unit is heavily dependent on upper-level control and lacks autonomy, this undoubtedly increases the computational burden on the terminal controller, making it difficult to achieve stable and reliable control of the transport platform.

[0061] In view of this, an embodiment of the present application provides an expandable multi-drive transport platform control method, system, electronic device and medium. The scheme calculates the first motion state data, i.e., the motion state of the current support point of the frame-cargo assembly relative to the geodetic coordinate system, through a relative motion algorithm based on the rotation data (first rotation information) of the preset drive unit relative to the frame-cargo assembly and the motion data (first motion information) of the preset drive unit in the geodetic coordinate system. Then, the second motion state data, i.e., the motion state data of the center of mass of the frame-cargo assembly in the geodetic coordinate system, is calculated based on the position data (first position information) of the current support point of the frame-cargo assembly in the frame-cargo assembly coordinate system and the first motion state data through a preset rigid body dynamics algorithm. Furthermore, an embodiment of the present invention determines the position data (first position information) of the guide unit in the frame-cargo assembly coordinate system based on the position information (second position information) of the guide unit in the preset drive unit coordinate system and the first rotation information, and then determines the target drive data of the frame-cargo assembly through a preset drive strategy based on the first position information, so as to calculate the control adjustment force according to the target drive data and the second motion state data, and control the preset drive unit through the control adjustment force, thereby realizing automatic control of the expandable multi-drive transport platform and effectively improving the stability and reliability of the control.

[0062] The scalable multi-drive carrier platform control method provided in the embodiment of the present application relates to the field of intelligent transportation technology. The scalable multi-drive carrier platform control method provided in the embodiment of the present application can be applied to a terminal, can also be applied to a server, and can also be software running in a terminal or a server. In some embodiments, the terminal can be a smart phone, a tablet computer, a laptop computer, a desktop computer, a smart speaker, a smart watch, and a vehicle-mounted terminal, etc., but is not limited to this; the server side can be configured as an independent physical server, or can be configured as a server cluster or distributed system composed of multiple physical servers, and can also be configured as a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communications, middleware services, domain name services, security services, CDN, and big data and artificial intelligence platforms. The server can also be a node server in a blockchain network; the software can be an application that implements the scalable multi-drive carrier platform control method, etc., but is not limited to the above forms.

[0063] The present application can be used in many general or special computer system environments or configurations. For example: personal computers, server computers, handheld or portable devices, tablet devices, multiprocessor systems, microprocessor-based systems, set-top boxes, programmable consumer electronics, network PCs, minicomputers, mainframe computers, distributed computing environments including any of the above systems or devices, and the like. The present application can be described in the general context of computer-executable instructions executed by a computer, such as program modules. Generally, program modules include routines, programs, objects, components, data structures, and the like that perform specific tasks or implement specific abstract data types. The present application can also be practiced in distributed computing environments in which tasks are performed by remote processing devices connected via a communication network. In a distributed computing environment, program modules can be located in local and remote computer storage media, including storage devices.

[0064] Figure 1 This is an optional flow chart of the control method of the expandable multi-drive carrier platform provided in the embodiment of the present application. Figure 1 The method may include but is not limited to steps S110 to S150.

[0065] Step S110: Obtaining first rotation information and first motion information of a preset drive unit, and calculating first motion state data based on the first rotation information and the first motion information using a relative motion algorithm. The first rotation information includes rotation data of the preset drive unit relative to the vehicle-frame and cargo assembly; the first motion information includes motion data of the preset drive unit in a geodetic coordinate system; and the first motion state data includes the motion state of the current support point of the vehicle-frame and cargo assembly relative to the geodetic coordinate system.

[0066] Step S120: Based on the first position information and the first motion state data of the vehicle-frame cargo assembly, second motion state data is calculated using a preset rigid body dynamics algorithm. The first position information includes the position data of the current support point of the vehicle-frame cargo assembly in the vehicle-frame cargo assembly coordinate system; the second motion state data includes the motion state data of the center of mass of the vehicle-frame cargo assembly in the geodetic coordinate system.

[0067] Step S130: Determine first position information based on the second position information and the first rotation information of the guide unit. The second position information includes the position information of the guide unit in the preset drive unit coordinate system; the first position information includes the position data of the guide unit in the frame and cargo assembly coordinate system.

[0068] Step S140: Determine target driving data of the vehicle frame and cargo assembly according to the first posture information through a preset driving control strategy.

[0069] Step S150: Calculating a control adjustment force according to the target driving data and the second motion state data, so as to control the preset driving unit through the control adjustment force.

[0070] During the operation of this specific embodiment, the embodiment of the present invention first obtains the first rotation information and the first motion information of the preset drive unit, and calculates the first motion state data based on the first rotation information and the first motion information through the relative motion algorithm. Specifically, the preset drive unit in the embodiment of the present invention refers to the current drive unit of the carrying platform. Accordingly, the first rotation information in the embodiment of the present invention includes the rotation data of the preset drive unit relative to the frame and cargo assembly. At the same time, the first motion information in the embodiment of the present invention includes the motion data of the preset drive unit in the geodetic coordinate system. In addition, the first motion state data in the embodiment of the present invention includes the motion state of the current support point of the frame and cargo assembly relative to the geodetic coordinate system. Accordingly, the embodiment of the present invention obtains the rotation information (first rotation information) of the current drive unit relative to the frame and cargo assembly and the motion information (first motion information) of the current drive unit in the geodetic coordinate system, and calculates the motion state of the current support point of the frame and cargo assembly relative to the geodetic coordinate system according to the principle of relative motion.

[0071] Next, the embodiment of the present invention calculates the second motion state data based on the first position information and the first motion state data of the frame cargo assembly through a preset rigid body dynamics algorithm. Specifically, the first position information in the embodiment of the present invention includes the position data of the current support point of the frame cargo assembly in the frame cargo assembly coordinate system. The current support point refers to the connection point between the current drive unit and the frame cargo assembly. In addition, the second motion state data in the embodiment of the present invention includes the motion state data of the center of mass of the frame cargo assembly in the geodetic coordinate system. Accordingly, the embodiment of the present invention calculates the motion state of the center of mass of the frame cargo assembly in the geodetic coordinate system based on the position information of the current support point of the frame cargo assembly in the frame cargo assembly coordinate system, and in combination with the motion state information of the current support point of the frame cargo assembly relative to the geodetic coordinate system, through a preset rigid body dynamics algorithm, such as the rigid body dynamics velocity / acceleration synthesis principle. Illustratively, in an embodiment of the present invention, the current drive unit terminal converts and obtains the coordinates of the current drive unit support point in the frame and cargo assembly based on the frame and cargo assembly coordinate system uniformly preset by all drive units and the position information of the current drive unit support point in the frame and cargo assembly coordinate system; in the frame and cargo assembly rigid body coordinate system, based on the speed and acceleration information of the current support point and the angular velocity and angular acceleration information of the frame and cargo assembly obtained by the current drive unit sensor, combined with the principle of rigid body dynamics speed and acceleration synthesis, the speed and acceleration of the center of mass of the frame and cargo assembly in the geodetic coordinate system are calculated.

[0072] Furthermore, the embodiment of the present invention determines the first posture information based on the second position information and the first rotation information of the guide unit. Specifically, in the embodiment of the present invention, the second position information includes the position information of the guide unit in the preset drive unit coordinate system. At the same time, the first posture information includes the posture data of the guide unit in the frame and cargo assembly coordinate system. Accordingly, in the embodiment of the present invention, the preset drive unit terminal calculates or obtains the coordinates of the guide unit in its own coordinate system in real time through its own onboard sensors or communication equipment, and obtains the rotation information of its own coordinate system relative to the frame and cargo assembly coordinate system through the encoder. In combination with the above data, the real-time coordinates of the guide unit in the frame and cargo assembly coordinate system are obtained through coordinate conversion, and the real-time posture information of the guide unit relative to the frame is obtained based on the difference in coordinate changes at adjacent times.

[0073] Next, the embodiment of the present invention determines the target drive data of the frame cargo assembly through a preset drive control strategy based on the first posture information, and calculates the control adjustment force based on the target drive data and the second motion state data to control the preset drive unit through the control adjustment force. Specifically, the preset drive control strategy in the embodiment of the present invention refers to a pre-constructed drive control strategy. Accordingly, in the embodiment of the present invention, the current drive unit terminal monitors the relevant operating data of the frame cargo assembly and the guide unit in real time to construct a reasonable drive control strategy for the frame cargo assembly, so that there is no collision between the frame cargo assembly and the guide unit, and the frame cargo assembly gradually reduces its own speed within a safe time interval and finally reaches the guide unit position. Among them, the embodiment of the present invention constructs the overall drive force target information of the frame cargo assembly that conforms to the strategic plan by combining the current relative motion state between the frame and the guide unit, providing a basis for the subsequent calculation of the drive force change of the current drive unit itself. Then, in the embodiment of the present invention, the preset drive unit terminal analyzes the existing combined driving force of the current frame and cargo assembly based on the second motion state data, such as the center of mass acceleration data of the current frame and cargo coordinate system, and then combines the target driving force information (target driving data) to obtain the ideal value of the combined force adjustment required by the frame and cargo assembly under the current driving state to meet the preset driving control strategy through vector synthesis; at the same time, considering the upper limit of the driving force change speed allowed by the entire frame and cargo assembly and the upper limit of the driving force change allowed by the current driving unit, a control model is constructed to obtain the driving force change of the current driving unit, that is, the control adjustment force, so as to achieve control of the preset driving unit through the control adjustment force.

[0074] In some embodiments of the present invention, obtaining first rotation information and first motion information of a preset driving unit, and calculating first motion state data using a relative motion algorithm based on the first rotation information and the first motion information, includes but is not limited to the following steps:

[0075] The first rotation information and the first motion information are acquired by a preset sensor, wherein the preset sensor is arranged on a preset driving unit.

[0076] The first motion state data is converted by a relative motion algorithm based on the first rotation information, the first motion information, and a preset coordinate relationship, wherein the preset coordinate relationship is determined by the relationship between the frame and cargo assembly coordinate system, the preset drive unit coordinate system, and the earth coordinate system.

[0077] In this specific embodiment, the embodiment of the present invention first obtains the first rotation information and the first motion information through a preset sensor. Specifically, the preset sensor in the embodiment of the present invention is set on the preset drive unit. For example, the embodiment of the present invention obtains the counterclockwise rotation angular velocity ω of the current drive unit through the IMU sensor. Oi(t)r , center of mass acceleration Then the encoder is used to obtain the cumulative counterclockwise rotation angle θ of the frame cargo assembly relative to the current drive unit i(t)r . Among them, the sampling period of each sensor in the embodiment of the present invention is ▲t. Then, the embodiment of the present invention obtains the first motion state data through relative motion algorithm conversion based on the first rotation information, the first motion information and the preset coordinate relationship. Specifically, the preset coordinate relationship in the embodiment of the present invention is determined by the relationship between the frame and cargo assembly coordinate system, the preset drive unit coordinate system and the geodetic coordinate system. Among them, the current drive unit in the embodiment of the present invention forms a motion relationship expression by analyzing the connection relationship between the ground, the current drive unit and the frame and cargo assembly, establishes the motion conversion formula between the three major coordinate systems, and combines the acquired sensor data to solve the current support point velocity, acceleration, angular velocity and angular acceleration information of the frame and cargo assembly in the geodetic coordinate system.

[0078] For example, in the embodiment of the present invention, the current driving unit performs translation and rotation relative to the ground, and performs rotation relative to the frame and cargo assembly, and the rotation state of the frame and cargo assembly around the current support point is equivalent to the rotation state of the frame and cargo assembly. Accordingly, the counterclockwise angular velocity of the frame and cargo assembly in the geodetic coordinate system in the embodiment of the present invention is ω O(t) According to the relative motion principle algorithm, the rotation of the frame and cargo assembly relative to the ground coordinate system is equal to the vector sum of the rotation of the frame and cargo assembly relative to the current drive unit and the rotation of the drive unit relative to the ground coordinate system, as shown in the following formula (1):

[0079] ω O(t) =θ i(t)r ′+ω Oi(t)r (1)

[0080] Accordingly, in order to facilitate code implementation, the embodiment of the present invention discretizes the above formula (1) by difference, as shown in the following formula (2):

[0081] ω O(t) =(θ i(t)r -θ i(t-▲t)r ) / ▲t+ω Oi(t)r (2)

[0082] Next, the absolute angular acceleration is obtained by the angular velocity difference of the frame and cargo assembly, as shown in the following formula (3):

[0083] β O(t) =(ω O(t) -ω O(t-▲t) ) / ▲t (3)

[0084] Among them, since the current support point of the frame and cargo assembly is connected to the current center of mass of the drive unit through a single concentric point bearing, the acceleration at the support point of the frame and cargo assembly is equal to the acceleration of the current center of mass of the drive unit. Accordingly, the acceleration of the current center of mass of the drive unit obtained by the sensor in the embodiment of the present invention is The acceleration of the current driving unit support point of the frame cargo assembly is The calculation process of the acceleration at the current driving unit support point of the frame cargo assembly is shown in the following formula (4):

[0085]

[0086] Then, the embodiment of the present invention obtains the velocity of the support point of the frame cargo assembly by integrating the acceleration, as shown in the following formula (5):

[0087]

[0088] It should be noted that, in the embodiment of the present invention, when the speed / acceleration synthesis principle of rigid body dynamics is used to obtain the motion state of the center of mass of the frame cargo assembly in the earth coordinate system, the current driving unit terminal obtains the absolute speed and acceleration of the current support point of the frame cargo assembly and the absolute angular velocity and angular acceleration of the frame cargo assembly, combined with the coordinates of the support point in the frame cargo assembly coordinate system (x i ,y i ), use rigid body dynamics to calculate the acceleration of the center of mass of the frame and cargo. Figure 2 and Figure 3 As shown in the figure, the coordinate system is the coordinate system of the frame cargo assembly, point O is the center of mass of the frame cargo assembly, and point O is the center of mass of the frame cargo assembly. i Point is the connection point between the current drive unit and the frame cargo assembly (i.e. support point). iThe relative acceleration of the vehicle frame and cargo is composed of two vector components, namely, the acceleration of the vehicle frame and cargo around O i Normal centripetal acceleration caused by the angular velocity of the point and the tangential acceleration caused by the angular acceleration The relative speed is the linear speed of the mass center of the frame cargo assembly moving around the current support point (in the figure ). In addition, the acceleration involved is the support point O i Absolute acceleration The velocity involved is the support point O i Absolute speed Among them, the absolute acceleration of the center of mass O of the frame and cargo assembly is The relative acceleration and the drag acceleration are vector-synthesized as shown in the following equation (6):

[0089]

[0090] Among them, The size of ω O(t) 2 |OO i |, direction is O i Point to O; The size of β O(t) |OO i |, direction is perpendicular to OO i ; The size of α Oi(t) , the direction is The same direction.

[0091] In addition, the absolute velocity of the center of mass O in the embodiment of the present invention is equal to the drag velocity and relative speed The vector sum is shown in the following equation (7):

[0092]

[0093] Among them, The size of ω O(t) |OO i |, direction is perpendicular to OO i ; The size of v Oi(t) , the direction is consistent direction

[0094] It is easy to understand that the acceleration of the center of mass of the frame and cargo assembly can be obtained through the above equations (6) and (7): and speed

[0095] In some embodiments of the present invention, determining the first posture information according to the second position information and the first rotation information of the guiding unit includes but is not limited to the following steps:

[0096] The third position information is obtained by performing a coordinate transformation based on the second position information and the first rotation information in combination with preset relative posture data. The preset relative posture data includes an initial relative posture of the preset drive unit and the frame-cargo assembly coordinate system; the third position information includes position data of the guide unit in the frame-cargo assembly coordinate system.

[0097] The third position information is time differentiated to obtain position differential data.

[0098] The first pose information is determined based on the position differential data combined with the second rotation information and the second motion information. The first pose information includes the speed and time distance of the guide unit relative to the vehicle frame and cargo assembly; the second rotation information includes the rotation data of the preset drive unit relative to the earth coordinate system; and the second motion information includes the motion data of the guide unit relative to the preset drive unit coordinate system.

[0099] In this specific embodiment, the present invention first performs a coordinate transformation based on the second position information and the first rotation information in combination with preset relative pose data to obtain third position information. Specifically, the preset relative pose data in this embodiment includes the preset initial relative pose of the drive unit and the vehicle-frame-cargo assembly coordinate system. Furthermore, the third position information in this embodiment includes the position data of the guide unit in the vehicle-frame-cargo assembly coordinate system. Accordingly, in this embodiment, the current drive unit terminal obtains the coordinates of the guide unit in the drive unit coordinate system in real time via a sensing or communication device installed thereon, obtains the current rotation angle of the drive unit relative to the vehicle-frame-cargo assembly via an encoder, and records the initial relative pose between the drive unit coordinate system and the vehicle-frame-cargo assembly coordinate system. Then, based on this data and in conjunction with a state conversion equation, the present embodiment converts the coordinates of the guide unit in the current drive unit coordinate system into the vehicle-frame-cargo assembly coordinate system, ultimately obtaining the current position data of the guide unit in the vehicle-frame-cargo assembly coordinate system.

[0100] For example, the embodiment of the present invention obtains the coordinates (x Oi(t)s ,y Oi(t)s ). In this embodiment of the present invention, the current support point O i In the frame cargo aggregate coordinate system x O Oy O The coordinates in (x i ,y i ), when initialized, the current drive unit coordinate system x Oi Oi y Oi Relative to the frame cargo assembly coordinate system x O Oy O The counterclockwise rotation angle θ iO At the same time, the frame cargo aggregate coordinate system x O Oy O Relative drive unit coordinate system x oi O i y oi The counterclockwise rotation angle θ i(t)r , Figure 4 Center coordinate system x o 'Oy o ' is the coordinate system of the driving unit after the movement. Correspondingly, in the embodiment of the present invention, the coordinates of the guiding unit in the driving unit coordinate system are (x O(t)s ,y O(t)s ), speed (v O(t)sx ,v O(t)sy ), time interval d (t) , then in the frame cargo assembly coordinate system, in ▲OiOS, the coordinate vector is as follows (8):

[0101]

[0102] Among them, Since the frame cargo assembly coordinate system rotates counterclockwise around the current drive unit coordinate system, i0 -θ i(t)r , denoted as θ i(t) , the drive unit coordinate system is rotated by the rotation equation Converted into vector in the frame cargo aggregate coordinate system As shown in the following formula (9):

[0103]

[0104] Substituting the above formula (9) into the above formula (8) yields the third position information, as shown in the following formulas (10) and (11):

[0105] x O(t)s =x i +x Oi(t)s *cosθ i(t) -y Oi(t)s *sinθ i(t) (10)

[0106] y O(t)s =y i +x Oi(t)s *sinθ i(t) +y Oi(t)s *cosθ i(t) (11)

[0107] Next, the embodiment of the present invention performs time differentiation on the third position information to obtain position differential data, and then determines the first posture information based on the position differential data in combination with the second rotation information and the first motion information. Specifically, in the embodiment of the present invention, the first posture information includes the speed and time distance of the guide unit relative to the frame cargo assembly. Correspondingly, the second rotation information includes the motion data of the preset drive unit relative to the preset drive unit coordinate system. Among them, the current drive unit terminal differentiates the real-time position expression of the guide unit obtained by the above-mentioned solution considering the position change of the guide unit and the rotation of the drive unit itself, so as to obtain the relative speed calculation expression between the guide unit and the frame cargo assembly, and calculates the time distance at the current moment based on the real-time speed and real-time relative position information. Among them, the variables in the speed expression are respectively the counterclockwise angular velocity θ of the frame cargo assembly coordinate system around the vehicle body coordinate system. i(t) The position difference component of the guide unit in the current drive unit coordinate system is discretized with a sampling period ▲t to obtain the mapping relationship between the speed and the two monitoring values. For example, in the embodiment of the present invention, the above equations (10) and (11) are respectively differentiated with respect to time to obtain the following equations (12) and (13):

[0108] v xO(t)s =x′ Oi(t)s *cosθ i(t) -x Oi(t)s *θ′ i(t) *sinθ i(t) -′ Oi(t)s *sinθ i(t) -y Oi(t)s *θ i(t) ′*cosθ i(t) (12)

[0109] v yO(t)s =x′ Oi(t)s *sinθ i(t) +x Oo(t)s *θ′ i(t) *cosθ i(t) +y′ Oi(t)s *cosθ i(t) -y Oi(t)s *θ i(t) ′*sinθ i(t) (13)

[0110] Accordingly, the embodiment of the present invention uses ▲t as the sampling period and discretizes the above equations (12) and (13) to obtain the following equations (14) and (15):

[0111] v xO(t)s =(x Oo(t)s -xOi(t-▲t)s ) / ▲t*cosθ i(t) -x Oi(t)s *(θ i(t) -θ i(t-▲t) ) / ▲t*sinθ i(t) -(y Oi(t)s -y Oi(t-▲t)s ) / ▲t*sinθ i(t) -y Oi(t)s *(θ i(t) -θ i(t-▲t) ) / ▲t*cosθ i(t) (14)

[0112] v yO(t)s =(x Oi(t)s -x Oi(t-▲t)s ) / ▲t*sinθ i(t) +x Oi(t)s *(θ i(t) -θ i(t-▲t) ) / ▲t*cosθ i(t) +(y Oi(t)s -y Oi(t-▲t)s ) / ▲t*cosθ i(t) -y Oi(t)s *(θ i(t) -θ i(t-▲t) ) / ▲t*sinθ i(t) (15)

[0113] Next, the embodiment of the present invention solves the relative velocity v O(t)s and distance d O(t)s , as shown in the following formula (16) and formula (17) respectively:

[0114]

[0115] At the same time, the embodiment of the present invention solves the time distance d (t) , as shown in the following formula (18):

[0116]

[0117] According to the above formula, the relative velocity vector and time distance information between the mass center of the relevant frame cargo assembly and the guide unit can be obtained. O(t) It is the intersection of OS and the edge of the frame-cargo assembly at time t, which can be obtained by calculating the polar coordinate equation of the outer edge of the frame-cargo assembly combined with the speed direction of the guide unit relative to the frame-cargo assembly coordinate system.

[0118] In some embodiments of the present invention, determining target driving data of the vehicle frame and cargo assembly through a preset driving control strategy according to the first posture information includes but is not limited to the following steps:

[0119] A preset driving control strategy is constructed based on a preset distance parameter and a preset safety time interval, wherein the preset distance parameter includes the distance between the frame and cargo assembly and the guide unit.

[0120] The target driving data is calculated based on the third position information and the first posture information through a preset driving control strategy, wherein the target driving data includes the overall target driving force vector of the frame and cargo assembly at the current moment.

[0121] In this specific embodiment, the embodiment of the present invention constructs a preset drive control strategy based on the preset distance parameters and the preset safety time distance, and then obtains the target drive data through the preset drive control strategy according to the third position information and the first posture information. Specifically, the target drive data in the embodiment of the present invention includes the overall target driving force vector of the frame cargo assembly at the current moment. In the embodiment of the present invention, the current drive unit terminal monitors the time distance between the frame cargo assembly and the guide unit and the absolute speed information of the cargo assembly in real time to construct the frame cargo assembly drive control strategy, that is, the preset drive control strategy. Then, in the embodiment of the present invention, the current drive unit terminal obtains the distance between the guide unit and the frame cargo assembly and the absolute speed of the frame cargo assembly in real time according to the above-mentioned speed monitoring formula and time distance monitoring formula, converts the preset drive control strategy requirements into a target driving force calculation formula, and outputs the target driving force. Exemplarily, the embodiment of the present invention first obtains the speed of the frame cargo assembly through the above steps. and time interval d (t) Accordingly, when the relative speed threshold of the frame cargo assembly close to the guide unit is ν max , the ideal acceleration a allowed by the vehicle-cargo assembly max , m is the mass of the frame and cargo assembly, then the target force is calculated as shown in the following formula (19):

[0122]

[0123] In some embodiments of the present invention, a preset driving control strategy is constructed based on the preset distance parameter and the preset safety time interval, including but not limited to the following steps:

[0124] When it is determined that the preset distance parameter is greater than the preset safety time interval, the driving control mode is determined to be the speed-up mode.

[0125] Alternatively, when it is determined that the preset distance parameter is less than the preset safety time interval, the driving control mode is determined to be the deceleration mode.

[0126] In this specific embodiment, the present invention determines the drive control mode by determining the relationship between a preset distance parameter and a preset safety headway. If the preset distance parameter is determined to be greater than the preset safety headway, the drive control mode is determined to be the acceleration mode. Specifically, if the distance between the vehicle-frame cargo assembly and the guide unit is determined to be less than the safety headway, the drive control mode is determined to be the acceleration mode, rapidly increasing the speed of the vehicle-frame cargo assembly to rapidly approach the guide unit. For example, the current drive unit terminal obtains the distance between the guide unit and the vehicle-frame cargo assembly and the absolute speed of the vehicle-frame cargo assembly in real time based on the aforementioned speed monitoring formula and headway monitoring formula. Accordingly, if the current headway is less than the preset safety headway, the vehicle-frame cargo assembly is accelerated at the maximum acceleration it can withstand until it reaches the desired speed. Alternatively, if the current absolute speed of the vehicle-frame cargo assembly is greater than the desired speed, the vehicle-frame cargo assembly is decelerated at the maximum acceleration to ensure it rapidly approaches the guide unit at the desired speed before reaching the safety headway.

[0127] Alternatively, when it is determined that the preset distance parameter is less than the preset safe headway, embodiments of the present invention determine that the drive control mode is a deceleration mode. Specifically, in embodiments of the present invention, when the distance between the vehicle-frame cargo assembly and the guide unit is less than the safe headway, the drive control mode is determined to be a deceleration mode, rapidly reducing speed to thereby escape the safe headway range. For example, the current drive unit terminal obtains the distance between the guide unit and the vehicle-frame cargo assembly and the absolute speed of the vehicle-frame cargo assembly in real time based on the aforementioned speed monitoring formula and headway monitoring formula. If the current headway enters the safe headway range, the relative speed is reduced by the maximum acceleration that the vehicle-frame cargo assembly can withstand, thereby causing the headway to escape the safe headway range and enter the strategy scenario described above where the distance between the vehicle-frame cargo assembly and the guide unit does not reach the safe headway range. Under the influence of both strategies, before reaching the destination, if the speed of the leading guide unit is greater than the ideal speed, the cargo will maintain maximum speed. Upon reaching the destination, the guide unit will begin to decelerate until it stops, maintaining the headway near the safe headway range, and approaching the guide unit at a gradually decreasing relative speed, ultimately achieving stable contact with the guide unit.

[0128] In some embodiments of the present invention, after calculating the control adjustment force based on the target drive data and the second motion state data to control the preset drive unit through the control adjustment force, the control method of the scalable multi-drive carrier platform provided by the embodiment of the present invention further includes but is not limited to the following steps:

[0129] The relationship between the preset driving unit and the vehicle frame and cargo assembly is analyzed to determine the preset adjustment conditions, wherein the preset adjustment conditions include the stable posture state of the vehicle frame and cargo assembly and the sufficient conditions for the posture stability.

[0130] The relative position relationship between the marker and the center of mass of the frame cargo assembly is adjusted according to preset adjustment conditions.

[0131] In this specific embodiment, the present invention first analyzes the relationship between the pre-set drive units and the vehicle-cargo assembly, determines pre-set adjustment conditions, namely, the stable posture state of the vehicle-cargo assembly and the sufficient conditions for posture stability. Then, based on the pre-set adjustment conditions, the relative positional relationship between the marker and the center of mass of the vehicle-cargo assembly is adjusted. Specifically, because each drive unit is independently controlled, the present invention treats the current drive unit as the sole driving source for the vehicle-cargo assembly. Based on the actual motion state of the vehicle-cargo assembly, the overall posture is adjusted at the current driving point, thus providing only one driving force for the vehicle-cargo assembly. Furthermore, because the generation of driving force is necessarily accompanied by the generation of a torque on the center of mass of the vehicle-cargo assembly, causing the vehicle-cargo assembly to spin, achieving both center of mass velocity control and posture control with a single drive unit is difficult. Therefore, it is necessary to ensure that each drive unit satisfies a certain relationship with the vehicle-cargo assembly, enabling adaptive adjustment of its relative posture relationship with the guide unit. Based on this, the guide unit terminal adjusts the spinning posture of the vehicle-cargo assembly by rationally planning a path.

[0132] For example, the embodiment of the present invention first analyzes the conditions for adaptive adjustment of the relative posture of the multi-drive frame cargo assembly and the guide unit. Figure 5 As shown, since the center of mass and each support point are fixed in the coordinate system of the frame cargo assembly, and the initial speed perpendicular to the OS will gradually decrease due to the lack of power but the existence of resistance, the frame cargo assembly has an automatic self-centering function similar to that of a bicycle. In the absence of obstacles, the angular velocity automatically fluctuates within a small range. Therefore, the control of the self-vehicle can only consider adjusting the acceleration of the frame cargo assembly without adjusting the angular acceleration. In the process of conditional derivation, the embodiment of the present invention records The angle with the positive x-axis of the frame cargo assembly coordinate system is θ. Since the motion state of the frame cargo assembly calculated by each vehicle is theoretically the same, according to the same control law, the driving force of each driving vehicle on each frame cargo assembly support point is in the same direction and increases and decreases with time. When the time distance between the guide unit and the center of mass of the frame cargo assembly is always kept outside the safe time distance and does not change with time, that is, the force F exerted by the vehicle at the i-th support point on the frame cargo assembly i If it does not change with time, the center of mass of the frame and cargo assembly is subject to the resultant moment as shown in the following formula (20):

[0133]

[0134] Accordingly, as long as M(θ) Monotonically increasing around the zero point can ensure that the direction θ of the target point in the frame cargo assembly coordinate system is automatically adjusted to the zero point. Figure 5 Take the example to explain the relative posture adaptive adjustment conditions (the curvature in the figure is only for reference). Figure 5 The curve near θ1 in the figure is used as an example to discuss the single increase. Near θ1, assuming that the current frame and cargo assembly rotates counterclockwise relative to the target point (θ decreases), the counterclockwise resultant torque M will increase, causing θ to further decrease; if the current frame and cargo assembly rotates clockwise relative to the target point (θ increases), the clockwise resultant torque M will increase, causing θ to further increase. This shows that the zero point of the single decrease is a non-equilibrium point, and the frame and cargo assembly will further accelerate in the direction of the current angular velocity to find an equilibrium state. In addition, Figure 5 The curve near θ2 in the figure is used as an example to discuss the single decrease. Near θ2, if the current frame and cargo assembly rotates counterclockwise relative to the target point (θ decreases), the clockwise resultant torque M will increase, causing θ to increase, and the state will return to the zero point θ=θ2; if the current frame and cargo assembly rotates clockwise relative to the target point (θ increases), the counterclockwise resultant torque M will increase, causing θ to decrease. This shows that the single increase zero point is the equilibrium point, and the final result is oscillation near θ2. However, due to the existence of resistance torque, as long as there is a single increase near a certain zero point, the small θ will eventually stabilize in a small range near the single increase zero point. Accordingly, referring to Figure 6 In the embodiment of the present invention, there are only two driving support points. Regardless of whether the initial angular velocity is clockwise ( Figure 6 (d)) or counterclockwise ( Figure 6 In (b), the direction of the driving torque is always opposite to the direction of movement, resulting in the frame and cargo assembly returning to Figure 6 (a), (c), or (e) in the figure. For the switching process between Figures a and c, although the work done by the driving torque is always zero, the direction of the resistance torque (not shown) is always opposite to the direction of the angular velocity, always doing negative work. Therefore, the angular momentum of the frame-cargo assembly ultimately remains in equilibrium state (e). The above proof shows that in the stable state, the relative position of the guide unit and the frame-cargo assembly coordinate system is fixed. Conversely, the vehicle's posture can be controlled by adjusting the position of the line connecting the guide unit and the center of mass in the geodetic coordinate system.

[0135] Furthermore, the embodiment of the present invention calculates the adjustment amount of the guide unit's posture in the frame cargo assembly. Accordingly, it is known that the guide unit's x-axis positive angle in the frame cargo assembly coordinate system in a stable state is θ stable , the current angle between OS and the geodetic coordinate system is θ s地 The angle between the desired frame cargo assembly coordinate system and the earth coordinate system is θ O地, then the counterclockwise adjustment of OS in the geodetic coordinate system needs to be as shown in the following formula (21):

[0136] ▲θ OS =θ O地 -(θ s地 -θ stable ) (twenty one)

[0137] In this embodiment of the present invention, the position of the frame and cargo assembly can be adjusted by adjusting the position of S relative to O.

[0138] In some embodiments of the present invention, calculating the control adjustment force based on the target drive data and the second motion state data to control the preset drive unit by the control adjustment force includes but is not limited to the following steps:

[0139] A target adjustment amount of driving information of the frame-cargo assembly is determined according to the target driving data and the second motion state data.

[0140] The control adjustment force is calculated based on the target adjustment amount of the driving information and the preset driving force control rate.

[0141] The next moment output of the preset drive unit is adjusted according to the control adjustment force.

[0142] In this specific embodiment, the embodiment of the present invention first calculates the target adjustment amount of the driving information of the frame cargo assembly based on the target driving data and the second motion state data, and then solves the control adjustment force based on the target adjustment amount of the driving information and the preset driving control rate, so as to adjust the next moment output of the preset driving unit according to the control adjustment force. Specifically, the embodiment of the present invention first analyzes the existing combined driving force of the current frame cargo assembly based on the acquired second motion state data, such as the center of mass acceleration data of the current frame cargo coordinate system, and combines the acquired target driving force information (target driving data) to obtain the ideal value of the combined force adjustment amount required by the frame cargo assembly in the current driving state in order to meet the preset driving control speed strategy through vector synthesis. For example, if Figure 7 As shown, in the embodiment of the present invention is the resultant force on the current frame and cargo assembly, which is the acceleration of the center of mass of the frame and cargo assembly. (Obtained in step S120) Solve and obtain, according to Newton's second law, the following formula (22) is obtained:

[0143]

[0144] Among them, the target driving force of the above steps is The target adjustment amount of the frame cargo assembly is as follows (23):

[0145]

[0146] Accordingly, the target adjustment amount of the vehicle is expressed as follows (24):

[0147]

[0148] Next, the embodiment of the present invention combines the upper limit of the driving force change speed allowed for the entire frame cargo assembly and the upper limit of the driving force change allowed for the current driving unit to construct a PID controller to obtain the current driving force change amount of the next moment. The PID force controller constructed in the embodiment of the present invention is shown in the following formula (25):

[0149]

[0150] Among them, K iDP ,K iDI ,K iDD are the parameters of the PID controller, T is the control period, obtained through experience, ▲F Oimax is the upper limit of the driving force adjustment of the current driving unit (numbered i), ▲F′ Omax Change the upper speed limit for the driving force allowed for the entire frame cargo assembly.

[0151] The following describes and explains the solution of the embodiment of the present invention in detail in conjunction with a specific scalable multi-drive carrier platform control scenario:

[0152] For example, Figure 8 As shown, Figure 8 A schematic diagram of the logical relationship of the control of the expandable multi-drive carrier platform provided by the embodiment of the present invention. Specifically, the embodiment of the present invention monitors the relative motion of the drive unit and the frame, combines the position of the support point relative to the center of mass of the cargo, calculates the center of mass motion data through rigid body dynamics, and uses the guide unit position information and the drive unit coordinate system data to obtain the position and posture of the guide unit in the frame coordinate system. At the same time, the embodiment of the present invention constructs a drive control strategy, combines the time interval and the safe speed, and obtains the target drive information of the frame and cargo assembly. Then, the embodiment of the present invention calculates the drive information adjustment amount in combination with the frame state, and adjusts the current drive unit control force by constructing a drive force control rate. Accordingly, the embodiment of the present invention realizes adaptive adjustment of the cargo spinning posture by adjusting the relative position relationship between the marker and the coordinate system of the vehicle and cargo assembly.

[0153] It is easy to understand that the control method for a scalable multi-drive transport platform provided by the embodiments of the present invention enables each drive unit to automatically adjust its output without requiring inter-drive communication, collectively controlling the vehicle's movement toward a landmark and achieving automatic control of its center of mass motion and spin attitude. This embodiment of the present invention treats the vehicle-cargo assembly as a multi-point driven polygonal rigid body, splitting the transport system into a coordinated transport team and a leading element. The current drive unit first obtains its own motion and its relative motion to the vehicle-cargo assembly using its mounted equipment, converting this into the absolute motion of the current drive point on the polygonal rigid body. The motion information of the assembly's center of mass is then obtained using the rigid body's kinematic transformation. Then, based on the guide unit's pose information obtained by the current drive unit's equipment and its pose relative to the assembly's coordinate system, the embodiment of the present invention obtains the guide unit's motion data within the polygonal assembly. By rationally designing a future cargo drive force strategy, this data is converted into future target drive force information. Finally, the current drive unit's drive force adjustment is output based on the current drive unit's drive force control rate, achieving motion interference. Furthermore, the embodiments of the present invention utilize a rational arrangement of drive points to achieve automatic polygonal self-alignment, overcoming the current drawback of single drive unit control, which makes it difficult to control the spin position of the aggregate. Adjusting the absolute spin position of the aggregate can be achieved by changing the position of the guide unit relative to the aggregate coordinate system. Furthermore, by integrating spin position and drive control strategies with independent control of multiple drive unit rigid bodies, the embodiments of the present invention avoid the dimensional explosion of controllable quantities caused by the increase in drive units in scalable multi-drive carrier platforms.

[0154] It should be noted that the method provided by the embodiments of the present invention is applicable not only to multi-drive vehicles but also to swarm delivery systems. Its core principle lies in the fact that each drive unit can calculate the motion state of the entire cargo through its own state perception and position within the entire vehicle frame, thereby achieving efficient cargo actuation. Therefore, no communication matching or power connection is required between the drive units. Each drive unit exists as an independent intelligent entity, independently completing control calculations without obtaining the motion state of other drive units. This significantly reduces the computational dimensionality, and the computational complexity does not increase with the number of drive units. Accordingly, the embodiments of the present invention enable independent intelligent entity calculations. Each drive unit, acting as an intelligent entity, can calculate the motion state of the entire platform based solely on its own motion state, eliminating the drawbacks of traditional multi-drive unit collaboration that relies on inter-unit communication and the motion states of the remaining drive units. Furthermore, the embodiments of the present invention do not require a central controller, and no communication is required between the reconfigurable drive primitives, avoiding the complex steps of splicing and matching newly expanded drive units at the software and hardware levels. Accordingly, the control method proposed by the embodiments of the present invention is insensitive to the number of drive units, effectively solving the problem of exponential growth (dimensionality explosion) in the control computational complexity with the increase in the number of drive units. Furthermore, the adaptive drive and steering strategies implemented in this embodiment of the present invention provide basic driving, steering, and obstacle avoidance capabilities, enhancing the practicality and feasibility of this new architecture. Furthermore, under this adaptive drive strategy, the driving forces of each drive unit remain essentially aligned, preventing the cancellation of the work produced by the driving forces. This addresses the key issue of ensuring overall drive efficiency in a non-communication architecture and achieves efficient drive reverse consistency.

[0155] See also Figure 9 The present application also provides an expandable multi-drive carrier platform control system, which can implement the above-mentioned expandable multi-drive carrier platform control method. The system includes:

[0156] The first module 210 is configured to obtain first rotation information and first motion information of a preset drive unit, and to calculate first motion state data based on the first rotation information and the first motion information using a relative motion algorithm. The first rotation information includes rotation data of the preset drive unit relative to the vehicle-frame and cargo assembly; the first motion information includes motion data of the preset drive unit in a geodetic coordinate system; and the first motion state data includes the motion state of the current support point of the vehicle-frame and cargo assembly relative to the geodetic coordinate system.

[0157] The second module 220 is configured to calculate, using a preset rigid body dynamics algorithm, second motion state data based on the first position information and the first motion state data of the vehicle-frame cargo assembly. The first position information includes the position data of the current support point of the vehicle-frame cargo assembly in the vehicle-frame cargo assembly coordinate system; the second motion state data includes the motion state data of the center of mass of the vehicle-frame cargo assembly in the geodetic coordinate system.

[0158] The third module 230 is configured to determine first pose information based on the second position information and the first rotation information of the guide unit. The second position information includes position information of the guide unit in a preset drive unit coordinate system, and the first pose information includes pose data of the guide unit in a frame-cargo assembly coordinate system.

[0159] The fourth module 240 is configured to determine target driving data of the vehicle frame and cargo assembly according to the first posture information through a preset driving control strategy.

[0160] The fifth module 250 is configured to calculate a control adjustment force according to the target driving data and the second motion state data, so as to control the preset driving unit through the control adjustment force.

[0161] It can be understood that the contents of the above method embodiments are all applicable to the present system embodiments, the functions specifically implemented by the present system embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0162] The present application also provides an electronic device comprising a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the aforementioned control method for an expandable multi-drive vehicle platform. The electronic device can be any smart terminal, including a tablet computer and an in-vehicle computer.

[0163] It can be understood that the contents of the above method embodiments are applicable to the present device embodiments, the functions specifically implemented by the present device embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0164] See also Figure 10 , Figure 10 The hardware structure of an electronic device according to another embodiment is shown. The electronic device includes:

[0165] The processor 310 may be implemented as a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is configured to execute relevant programs to implement the technical solutions provided in the embodiments of the present application.

[0166] The memory 320 can be implemented in the form of a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM). The memory 320 can store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 320 and is called by the processor 310 to execute the expandable multi-drive carrier platform control method of the embodiments of this application.

[0167] Input / output interface 330, used to implement information input and output;

[0168] Communication interface 340, used to implement communication interaction between this device and other devices, which can be achieved through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, WiFi, Bluetooth, etc.);

[0169] bus 350 , which transmits information between the various components of the device (e.g., processor 310 , memory 320 , input / output interface 330 , and communication interface 340 );

[0170] The processor 310 , the memory 320 , the input / output interface 330 and the communication interface 340 are connected to each other in communication within the device via the bus 350 .

[0171] An embodiment of the present application also provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, it implements the above-mentioned expandable multi-drive carrier platform control method.

[0172] It can be understood that the contents of the above method embodiments are all applicable to the present storage medium embodiment, the functions specifically implemented by the present storage medium embodiment are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0173] The memory, as a non-transient computer-readable storage medium, can be used to store non-transient software programs and non-transient computer executable programs. In addition, the memory may include a high-speed random access memory and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some embodiments, the memory may optionally include a memory remotely arranged relative to the processor, and these remote memories may be connected to the processor via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0174] The embodiments described in the embodiments of this application are intended to more clearly illustrate the technical solutions of the embodiments of this application and do not constitute a limitation on the technical solutions provided by the embodiments of this application. Those skilled in the art will appreciate that with the evolution of technology and the emergence of new application scenarios, the technical solutions provided in the embodiments of this application are also applicable to similar technical problems.

[0175] Those skilled in the art will understand that the technical solutions shown in the figures do not constitute a limitation on the embodiments of the present application, and may include more or fewer steps than shown in the figures, or a combination of certain steps, or different steps.

[0176] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, i.e., they may be located in one place or distributed across multiple network units. Some or all of the modules may be selected based on actual needs to achieve the objectives of this embodiment.

[0177] Those skilled in the art will appreciate that all or some of the steps in the methods, systems, and functional modules / units in the devices disclosed above may be implemented as software, firmware, hardware, or appropriate combinations thereof.

[0178] The terms "first", "second", "third", "fourth", etc. (if any) in the specification of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0179] It should be understood that in this application, "at least one (item)" means one or more, and "plurality" means two or more. "And / or" is used to describe the association relationship of associated objects, indicating that three relationships may exist. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist at the same time, where A and B can be singular or plural. The character " / " generally indicates that the previous and next associated objects are in an "or" relationship. "At least one of the following items" or similar expressions refers to any combination of these items, including any combination of single items or plural items. For example, at least one of a, b or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, c can be single or multiple.

[0180] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the above-mentioned units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0181] The units described above as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0182] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0183] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes multiple instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of various embodiments of the present application. The aforementioned storage medium includes: various media that can store programs, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0184] The preferred embodiments of the present invention are described above with reference to the accompanying drawings, but are not intended to limit the scope of the present invention. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and essence of the present invention should be within the scope of the present invention.

Claims

1. A control method for an expandable multi-drive carrier platform, characterized in that: The method comprises the following steps: Obtaining first rotation information and first motion information of a preset drive unit, and calculating first motion state data based on the first rotation information and the first motion information using a relative motion algorithm; wherein the first rotation information includes rotation data of the preset drive unit relative to the frame-cargo assembly; the first motion information includes motion data of the preset drive unit in a geodetic coordinate system; and the first motion state data includes the motion state of a current support point of the frame-cargo assembly relative to the geodetic coordinate system; Second motion state data is calculated using a preset rigid body dynamics algorithm based on the first position information of the frame-cargo assembly and the first motion state data; wherein the first position information includes position data of the current support point of the frame-cargo assembly in the frame-cargo assembly coordinate system; and the second motion state data includes motion state data of the center of mass of the frame-cargo assembly in the geodetic coordinate system; Determining first posture information based on second position information of the guide unit and the first rotation information; wherein the second position information includes position information of the guide unit in a preset drive unit coordinate system; and the first posture information includes posture data of the guide unit in a frame-cargo assembly coordinate system; Determining target driving data of the frame-cargo assembly through a preset driving control strategy according to the first posture information; A control adjustment force is calculated according to the target driving data and the second motion state data, so as to control the preset driving unit through the control adjustment force.

2. The method according to claim 1, characterized in that The acquiring of first rotation information and first motion information of a preset driving unit, and calculating first motion state data according to the first rotation information and the first motion information by a relative motion algorithm, includes: The first rotation information and the first motion information are acquired by a preset sensor; wherein the preset sensor is provided on the preset driving unit; The first motion state data is obtained by converting the first rotation information, the first motion information and the preset coordinate relationship through a relative motion algorithm; wherein the preset coordinate relationship is determined by the relationship between the frame cargo assembly coordinate system, the preset drive unit coordinate system and the earth coordinate system.

3. The method according to claim 1, characterized in that The determining the first posture information according to the second position information of the guiding unit and the first rotation information includes: performing a coordinate transformation based on the second position information and the first rotation information in combination with preset relative posture data to obtain third position information; wherein the preset relative posture data includes a preset initial relative posture of the drive unit and a frame-cargo assembly coordinate system; and the third position information includes position data of the guide unit in the frame-cargo assembly coordinate system; performing time differentiation on the third position information to obtain position differential data; The first posture information is determined based on the position differential data in combination with the second rotation information and the second motion information; wherein the first posture information includes the speed and time distance of the guide unit relative to the frame cargo assembly; the second rotation information includes the rotation data of the preset drive unit relative to the geodetic coordinate system; the second motion information includes the motion data of the guide unit relative to the preset drive unit coordinate system.

4. The method according to claim 3, characterized in that The determining target driving data of the frame-cargo assembly by a preset driving control strategy according to the first posture information includes: The preset driving control strategy is constructed according to a preset distance parameter and a preset safety time interval; wherein the preset distance parameter includes the distance between the frame cargo assembly and the guide unit; The target driving data is obtained by calculating the preset driving control strategy according to the third position information and the first posture information; wherein the target driving data includes the overall target driving force vector of the frame and cargo assembly at the current moment.

5. The method according to claim 4, characterized in that The step of constructing the preset driving control strategy according to the preset distance parameter and the preset safety time interval includes: When it is determined that the preset distance parameter is greater than the preset safety time interval, determining the driving control mode to be the speed-up mode; Alternatively, when it is determined that the preset distance parameter is less than the preset safety time interval, the driving control mode is determined to be a deceleration mode.

6. The method according to claim 1, characterized in that After calculating the control adjustment force according to the target drive data and the second motion state data to control the preset drive unit by the control adjustment force, the method further includes: Analyzing the interaction between the preset drive unit and the vehicle-cargo assembly to determine preset adjustment conditions; wherein the preset adjustment conditions include a stable posture state of the vehicle-cargo assembly and sufficient conditions for posture stability; The relative positional relationship between the marker and the center of mass of the vehicle frame and cargo assembly is adjusted according to the preset adjustment condition.

7. The method according to claim 1, characterized in that The calculating of the control adjustment force according to the target drive data and the second motion state data to control the preset drive unit by the control adjustment force includes: determining a target adjustment amount of driving information of the frame-cargo assembly according to the target driving data and the second motion state data; The control adjustment force is obtained by calculating the target adjustment amount of the driving information and the preset driving force control rate; The next moment output of the preset driving unit is adjusted according to the control adjustment force.

8. A scalable multi-drive carrier platform control system, characterized in that: The system comprises: A first module is configured to obtain first rotation information and first motion information of a preset drive unit, and calculate first motion state data based on the first rotation information and the first motion information using a relative motion algorithm; wherein the first rotation information includes rotation data of the preset drive unit relative to the frame-cargo assembly; the first motion information includes motion data of the preset drive unit in a geodetic coordinate system; and the first motion state data includes the motion state of a current support point of the frame-cargo assembly relative to the geodetic coordinate system; a second module configured to calculate, based on the first position information of the frame-cargo assembly and the first motion state data, second motion state data by a preset rigid body dynamics algorithm; wherein the first position information includes position data of a current support point of the frame-cargo assembly in a frame-cargo assembly coordinate system; and the second motion state data includes motion state data of a center of mass of the frame-cargo assembly in a geodetic coordinate system; a third module, configured to determine first posture information based on second position information of the guide unit and the first rotation information; wherein the second position information includes position information of the guide unit in a preset drive unit coordinate system; and the first posture information includes posture data of the guide unit in a frame-cargo assembly coordinate system; A fourth module is configured to determine target driving data of the frame-cargo assembly through a preset driving control strategy according to the first posture information; The fifth module is configured to calculate a control adjustment force according to the target driving data and the second motion state data, so as to control the preset driving unit through the control adjustment force.

9. An electronic device, characterized in that: include: at least one processor; at least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements the method according to any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the method according to any one of claims 1 to 7 is implemented.

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