Synchronous control method, electronic equipment and vehicle

Abstract

The embodiment of the invention provides a synchronous control method, electronic equipment and a vehicle. The synchronous control method comprises the steps of obtaining a current azimuth angle of a satellite signal source and an actual course angle of the vehicle; determining a target horizontal directional angle of the satellite antenna based on the actual course angle of the vehicle and the current azimuth angle under the condition that the vehicle-mounted satellite antenna is judged to meet a preset horizontal synchronous control condition based on the actual course angle; and controlling a driving motor of the vehicle to perform horizontal direction adjustment on the vehicle-mounted satellite antenna based on the target horizontal direction angle. Therefore, the problems that an existing vehicle-mounted satellite antenna cannot achieve dynamic linkage with the driving direction, the horizontal adjustment angle is not precisely designed, and the signal tracking requirement in a specific scene cannot be met are solved, the satellite antenna pointing direction and the vehicle driving direction can be dynamically synchronized, and the vehicle-mounted satellite antenna can adapt to the complex driving scene.

Description

Technical Field

[0001] This application relates to the field of vehicle communication equipment technology, and in particular to a synchronization control method, electronic equipment, and vehicle. Background Technology

[0002] As a core component for vehicle communication and signal reception, the pointing accuracy of vehicle-mounted satellite antennas directly affects the stability of signal transmission.

[0003] However, existing vehicle-mounted satellite antennas lack an automatic linkage mechanism with the driving direction and do not have a precise limit design for the horizontal adjustment angle, which cannot meet the signal tracking requirements in specific scenarios. Summary of the Invention

[0004] This application provides a synchronization control method, electronic device, and vehicle, aiming to improve the problem that existing vehicle-mounted satellite antennas cannot achieve dynamic linkage with the driving direction and do not have a precise limit design for the horizontal adjustment angle, thus failing to meet the signal tracking requirements in specific scenarios.

[0005] This application proposes a synchronization control method, including: acquiring the current azimuth angle of a satellite signal source and the actual heading angle of a vehicle; determining the target horizontal pointing angle of the vehicle-mounted satellite antenna based on the actual heading angle and the current azimuth angle, when the vehicle-mounted satellite antenna meets a preset horizontal synchronization control condition; and controlling the vehicle's drive motor to adjust the vehicle-mounted satellite antenna horizontally based on the target horizontal pointing angle.

[0006] This application also proposes a synchronization control system, including: a first acquisition module, used to acquire the current azimuth angle of a satellite signal source and the actual heading angle of a vehicle; a first calculation module, used to determine the target horizontal pointing angle of the vehicle-mounted satellite antenna based on the actual heading angle and the current azimuth angle, provided that the vehicle-mounted satellite antenna meets preset horizontal synchronization control conditions based on the actual heading angle; and a first control module, used to control the vehicle's drive motor to adjust the vehicle-mounted satellite antenna horizontally based on the target horizontal pointing angle.

[0007] This application also proposes an electronic device, including a processor and a memory, wherein the memory is used to store computer programs; and the processor is used to execute the programs stored in the memory to implement the aforementioned synchronization control method.

[0008] This application also proposes a vehicle that includes the aforementioned electronic equipment.

[0009] This application also proposes a computer-readable storage medium storing a computer program that, when executed by a processor, implements the synchronization control method described in any embodiment of this application. Attached Figure Description

[0010] Figure 1 This is a schematic diagram showing the orientation of the satellite and the vehicle-mounted satellite antenna. Figure 2 This is a schematic diagram showing the vehicle-mounted satellite antenna relative to the satellite after it has been moved. Figure 3 A schematic diagram illustrating the interaction between the vehicle, the satellite, and the vehicle-mounted satellite antenna; Figure 4 This is a flowchart of a synchronization control method provided in an embodiment of this application; Figure 5 This is a structural diagram of the synchronization control system provided in the embodiments of this application; Figure 6 This is a structural diagram of the electronic device provided in the embodiments of this application; Figure 7 This is a vehicle structure diagram provided in one embodiment of this application. Detailed Implementation

[0011] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0012] Existing vehicle-mounted satellite antennas have the following drawbacks: some satellite antennas use a fixed installation structure, which cannot adapt to changes in vehicle attitude and signal source direction during driving; although there are a few adjustable-angle satellite antennas, their adjustment freedom is limited, and most require manual operation, making it impossible to achieve dynamic linkage with the driving direction. While existing automotive satellite antennas can also achieve angle adjustment, they lack an automatic linkage mechanism with the driving direction and do not have precise limit designs for horizontal and vertical adjustment angles, thus failing to meet signal tracking requirements in specific scenarios.

[0013] An existing technology discloses an antenna control method that determines the target rotation information of the target antenna at the current moment based on target data. The target rotation information is used to control the rotation of the target antenna. The target data includes at least one of a first reference information and a second reference information. The first reference information includes the signal reception information of the target antenna in the current pose of the vehicle, and the signal reception information includes the signal reception quality of the target antenna at different angles. The second reference information includes the position information of the signal source and the driving information of the vehicle. The target antenna is used to receive the signal sent by the signal source.

[0014] The plan describes the detection of the vehicle's heading angle α during vehicle operation. v Based on the vehicle's heading angle α v Adjust the vehicle antenna angle α0 relative to a fixed azimuth angle of true north and the current horizontal pointing angle α of the antenna. a This method determines the adjustment angle of the antenna. Although it can adjust the angle, it lacks an automatic linkage mechanism with the driving direction, which cannot meet the signal tracking requirements in specific scenarios and urgently needs to be solved.

[0015] When a car is at the edge of the beam coverage, such as when the satellite antenna is pointing vertically upwards, the area covered by the satellite antenna signal is small, and there is a possibility that communication may not be possible. Figure 1 As shown, when the satellite antenna is rotated to face the satellite, the signal transmission effect can be optimized. Figure 2 As shown, satellite antennas need to be rotated in a certain direction to achieve the best signal transmission effect.

[0016] When a car is in motion, its direction and tilt angle change significantly. Therefore, for a satellite antenna to maintain a good connection with the satellite, it needs to work in conjunction with the car. Figure 3 As shown, the rotation angle of the vehicle-mounted satellite antenna is adjusted by using data such as heading, steering, and vehicle speed from the CAN signal.

[0017] This application provides a synchronization control method. Please refer to the embodiments provided. Figure 4 This includes the following steps: In this embodiment, a vehicle-mounted automatic directional dual-axis adjustable satellite antenna device is installed on the vehicle, including a satellite antenna body, a mounting base, a dual-axis adjustment mechanism, a sensing and control module, and a power supply module, with the specific structure as follows: 1. Mounting Base: The satellite antenna and base are located inside the vehicle roof. The bottom of the base is connected to the roof via fastening components such as bolts. The base has a sealed cavity inside to accommodate the control module and cables. The top of the cavity is equipped with a waterproof sealing ring, achieving an IP65 protection rating.

[0018] 2. Dual-axis adjustment mechanism: Horizontal adjustment assembly: includes a horizontal drive motor, a worm gear transmission mechanism, and a rotary table. The horizontal drive motor is fixed in the mounting base, and its output shaft is connected to the worm gear mechanism through a coupling. The rotary table is fixed coaxially with the worm gear. The satellite antenna body is mounted on top of the rotary table through the vertical adjustment assembly. The edge of the rotary table is provided with a limiting boss, and the corresponding position of the base is provided with a photoelectric limit switch to limit the horizontal rotation angle to 0°-180° to avoid cable entanglement.

[0019] Vertical adjustment assembly: includes a vertical drive motor, a gear transmission assembly, and a pitch support. The pitch support is hinged to the rotary table via a rotating shaft. The vertical drive motor drives the rotating shaft to rotate via the gear transmission assembly, thereby achieving vertical angle adjustment of the satellite antenna body. An angle encoder is installed on the rotating shaft to provide real-time feedback of the vertical deflection angle. The adjustment range is limited to -15° to +15° (total adjustment amount 30°) by a program.

[0020] 3. Sensor Control Module: Body signal interface module: integrates CAN bus interface, OBD-II interface and LIN bus interface. It can directly read steering angle data and vehicle speed signal from Electronic Stability Program (ESP) through CAN bus, obtain driving status parameters of engine control unit (ECU) through OBD-II interface, and collect heading indication signal from instrument cluster through LIN bus. The interface module supports mainstream vehicle communication protocols and is compatible with different brand models.

[0021] Independent attitude sensing unit: integrates electronic compass and GPS positioning module. The electronic compass is used to detect the vehicle's heading angle with an accuracy of ±1° and a response frequency of 5Hz. The GPS module calibrates the position information every hour to correct accumulated errors. This unit forms a redundant design with the vehicle body signal, and automatically switches to the main control signal source when the vehicle body signal is interrupted or abnormal.

[0022] Main control unit: It adopts a microcontroller as the core controller and has built-in signal fusion processing logic. It performs weighted fusion of vehicle body signals (steering angle, vehicle speed) and heading angle data from independent sensor units (vehicle body signal weight 0.7, independent sensor signal weight 0.3). Combined with preset signal source orientation parameters, it calculates the horizontal and vertical adjustment amounts through algorithms and outputs PWM signals to control the action of the dual-axis drive motor, realizing dynamic matching between the satellite antenna pointing and the driving direction. At the same time, it receives feedback signals from the angle encoder and limit switch to ensure adjustment accuracy. The main control unit also has a fault diagnosis function. When a signal source is abnormal for 3 consecutive seconds, it triggers an alarm and switches to the backup signal source.

[0023] 4. Signal Detection Unit: Integrates an automatic gain control module to monitor the signal strength received by the satellite antenna in real time. When the signal strength falls below a threshold, it triggers the main control unit to perform fine-tuning until the signal stabilizes. 5. Power supply module: It adopts a vehicle-mounted 12V power supply adapter circuit with overvoltage and overcurrent protection functions to provide stable power supply for the entire device; at the same time, it has a built-in backup lithium battery to maintain low power consumption operation of the core sensing unit when the vehicle is turned off.

[0024] In step S401, the current azimuth angle of the satellite signal source and the actual heading angle of the vehicle are obtained.

[0025] In some embodiments, before determining that the vehicle-mounted satellite antenna meets the preset horizontal synchronization control conditions based on the actual heading angle, the method includes: acquiring the vehicle's current position and current heading; obtaining the azimuth angle of the satellite signal source based on the vehicle's current position, and determining the azimuth angle of the vehicle-mounted satellite antenna based on the azimuth angle of the satellite signal source and the vehicle's current heading; if the angle difference between the azimuth angle of the vehicle-mounted satellite antenna and the azimuth angle of the satellite signal source is less than or equal to a preset difference, determining that the initial azimuth calibration of the vehicle-mounted satellite antenna is successful; otherwise, determining that the initial azimuth calibration of the vehicle-mounted satellite antenna is unsuccessful.

[0026] After the device is powered on, the vehicle signal interface module establishes communication with the vehicle through the vehicle bus. The main control unit obtains the vehicle's current position, current heading, and other vehicle status information through the CAN bus. At the same time, the GNSS positioning module collects the vehicle's current latitude and longitude position information in real time and calls the preset signal source parameter library. Based on the vehicle's current position and current heading and the orbit and azimuth parameters of the satellite signal source, the azimuth angle of the satellite signal source is calculated.

[0027] The main control unit calculates the initial horizontal pointing angle and initial vertical elevation angle required by the vehicle-mounted satellite antenna based on the azimuth angle of the satellite signal source and the current heading of the vehicle. It then combines the range of the horizontal pointing angle and the range of the vertical elevation angle to form the initial antenna alignment angle command.

[0028] After the dual-axis adjustment mechanism drives the vehicle-mounted satellite antenna to move according to the initial horizontal pointing angle and the initial vertical pitch angle, the main control unit compares the azimuth angle of the vehicle-mounted satellite antenna with the azimuth angle of the satellite signal source in real time and calculates the angle difference between the two.

[0029] If the angle difference between the azimuth angle of the vehicle-mounted satellite antenna and the azimuth angle of the satellite signal source is less than or equal to a preset difference (such as 5°), the initial azimuth calibration of the vehicle-mounted satellite antenna is determined to be successful, and the system enters a stable tracking state. Otherwise, the initial azimuth calibration of the vehicle-mounted satellite antenna is determined to be unsuccessful, and the main control unit re-executes the angle calculation and motor drive adjustment process until the angle difference between the azimuth angle of the vehicle-mounted satellite antenna and the azimuth angle of the satellite signal source is less than or equal to the preset difference.

[0030] The GPS calibration interval is 5 minutes, the motor start-stop stabilization time is 500 ms, the vertical pitch angle adjustment range is -15° to +15°, and the horizontal pointing angle range is 0° to 180°. These measures ensure a fast, stable, and accurate initial alignment process. By clearly defining the motor adjustment angle range, mechanical damage caused by exceeding the range is prevented. The controlled motor start-stop stabilization time effectively avoids the shocks and jitter caused by frequent starts and stops, ensuring smooth antenna movement and system stability.

[0031] The above technical solution enables real-time acquisition of core vehicle body status such as heading, steering angle, and speed via the CAN bus. Combined with GNSS positioning information, it achieves rapid calculation of the initial pointing angle of the antenna, ensuring that the initial alignment process can achieve high accuracy in a short time, laying the foundation for subsequent stable tracking.

[0032] In this embodiment of the application, the method for acquiring vehicle body signals via CAN bus and the acquired vehicle body signal data are shown in Table 1.

[0033] Types and definitions of acquired vehicle body signals: To achieve precise synchronization between the antenna and the vehicle's driving direction, three core signals are prioritized for acquisition via the CAN bus: Electronic Stability Program (ESP), Power Steering (EPS), and instrument cluster signals. Specific parameters are as follows: Table 1

[0034] Data format example (taking vehicle heading angle 0x201 as an example): Data bytes: Byte0; Decoding formula: Heading angle (°) = (Byte0) × 1; Example: Byte1=0x05, 05 represents 5°; 0X10 represents 10°.

[0035] Steering angle decoding (0x205): Data bytes: Byte0; Decoding formula: Turning angle (°) = 0X01 = 01 * 5° = 5° = 5° right turn. Each additional digit 1 increases the angle by 5°. 6C is a maximum right turn of 540°, 6D is a left turn of 5°, and so on.

[0036] The vehicle body signal interface module acquires vehicle status information such as current position, current heading, heading angle, steering angle, and vehicle speed, and performs data validity determination on the vehicle body signals. The transmission interval between two consecutive frames of the same signal is monitored. If the transmission interval between two consecutive frames is ≤1s, the signal transmission is considered normal. If the transmission interval between two consecutive frames exceeds 3s, the signal is considered abnormal. At the same time, the range of signal data is verified. The heading angle must be within the range of 0° to 360°, the steering angle must be within the range of -540° to +540°, and the vehicle speed must be within the range of 0-255km / h. Data outside the corresponding range is marked as invalid.

[0037] The method for obtaining the actual heading angle of the vehicle in this application is as follows: the heading angle signal of the vehicle in its own body signal and the heading angle signal of the vehicle in the sensor signal collected by the sensing device (such as an electronic compass) are used to perform data fusion using a weighted fusion algorithm, and finally output the actual heading angle of the vehicle.

[0038] This application combines the characteristics of the two types of signals with the actual application scenario, and sets differentiated weights to balance the stability and accuracy of the signals. The specific weight allocation is as follows: the weight of the vehicle's heading angle signal in the vehicle body signal is set to 0.7, and the weight of the vehicle's heading angle signal in the sensor signal is set to 0.3. Finally, the actual heading angle of the vehicle is calculated by fusing the weights after allocation.

[0039] Therefore, by weighted fusion of vehicle body signals and sensor signals, the inherent error of a single signal is effectively offset. The high stability of the vehicle body signals avoids signal drift in complex driving scenarios, and the high precision of the electronic compass compensates for the detection deviation of the vehicle body signals. It can accurately match the real-time driving posture of the vehicle and ensure that the heading angle output remains stable and reliable under various complex working conditions.

[0040] In step S402, if the vehicle-mounted satellite antenna meets the preset horizontal synchronization control conditions based on the actual heading angle, the target horizontal pointing angle of the vehicle-mounted satellite antenna is determined based on the vehicle's actual heading angle and current azimuth angle.

[0041] The logic for determining whether the vehicle-mounted satellite antenna meets the preset horizontal synchronization control conditions is as follows: obtain the actual heading angle change amount; if the actual heading angle change amount is greater than or equal to the first threshold and the current vehicle speed is greater than the first vehicle speed threshold, then the vehicle-mounted satellite antenna meets the preset horizontal synchronization control conditions.

[0042] The first threshold and the first vehicle speed threshold can be thresholds preset by the user, thresholds obtained through a limited number of experiments, or thresholds obtained through a limited number of computer simulations; no specific limitations are imposed here.

[0043] Specifically, the vehicle signal interface module and the sensing unit collect the actual heading angle data of the vehicle in two consecutive frames in real time, calculate the difference between the two to obtain the heading angle change Δα, and simultaneously read the vehicle's current speed through the CAN bus.

[0044] Taking a first threshold of 5° and a first vehicle speed threshold of 5 km / h as an example.

[0045] When the actual heading angle change is greater than or equal to 5° and the vehicle's current speed is greater than 5 km / h, the onboard satellite antenna is deemed to meet the preset horizontal synchronization control conditions. Therefore, by setting the heading angle change to ≥5° and the vehicle speed to >5 km / h, the system can accurately identify changes in the vehicle's effective driving state, avoiding unnecessary antenna adjustments triggered by atypical conditions such as minor vibrations, idling, or low-speed maneuvering. This reduces mechanical wear and energy consumption, while also lessening the computational load on the main control unit, significantly improving system operating efficiency.

[0046] In some embodiments, the vehicle's drive motor is controlled to adjust the vehicle-mounted satellite antenna horizontally based on the target horizontal pointing angle, including obtaining the target horizontal pointing angle of the vehicle-mounted satellite antenna based on the difference between the current azimuth angle and the actual heading angle of the satellite signal source.

[0047] Specifically, the target horizontal pointing angle of the vehicle's satellite antenna is calculated by obtaining the vehicle's current actual heading angle and the current horizontal pointing angle of the vehicle-mounted satellite antenna.

[0048] The formula for calculating the target's horizontal pointing angle is: α 目标 =α0-α v ; The horizontal adjustment amount Δα of the vehicle-mounted satellite antenna can be obtained based on the target horizontal pointing angle. a =α 目标 -α a : Where α0 is the azimuth angle of the satellite signal source, α v α is the actual heading angle of the vehicle. 目标 Use the equivalent angle within the range of 0°-180° to avoid overtravel, α a This represents the current horizontal pointing angle of the vehicle-mounted satellite antenna.

[0049] The above technical solution ensures precise matching between the target's horizontal pointing angle, the vehicle's driving direction, and the satellite signal source's azimuth, based on accurate data of the actual heading angle and the preset signal source azimuth. This avoids satellite signal attenuation caused by heading deviations and utilizes the calculated horizontal adjustment amount Δα. a The sign of the indicator can determine the direction of motor rotation (forward or reverse) and limit the adjustment angle within the range of 0° to 180°, effectively avoiding antenna horizontal adjustment overtravel faults.

[0050] In step S103, the vehicle's drive motor is controlled to adjust the vehicle-mounted satellite antenna in the horizontal direction based on the target horizontal pointing angle.

[0051] In some embodiments, when controlling the vehicle's drive motor to adjust the vehicle-mounted satellite antenna horizontally based on a target horizontal pointing angle, the method includes: acquiring the vehicle's current speed; determining the speed range of the current speed based on the current speed, and determining the target adjustment speed of the first motor in the drive motor based on the speed range of the current speed; and controlling the first motor to adjust the vehicle-mounted satellite antenna horizontally based on the target horizontal pointing angle and the target adjustment speed.

[0052] In this embodiment, the first motor is a horizontal drive motor.

[0053] Based on the current vehicle speed, two speed ranges are divided, and different target adjustment speeds for the motor are set accordingly to achieve precise matching between the adjustment speed and the vehicle's driving state, avoiding signal deviation caused by adjustment that is too fast or too slow. In this embodiment, the first speed range is 5-60 km / h, and the second speed range is >60 km / h.

[0054] The first speed range corresponds to the vehicle's normal driving scenarios (such as urban roads and suburban roads), where the heading angle changes relatively gently. Therefore, the target adjustment speed of the first motor is set to 10° / s, which can quickly adapt to heading changes and ensure a smooth adjustment process, avoiding excessive fluctuations in antenna pointing.

[0055] The second speed range corresponds to the high-speed driving scenario of the vehicle, where the heading angle may change rapidly (such as high-speed lane changes or emergency turns). Therefore, the target adjustment speed of the first motor is set to 20° / s to speed up the adjustment response speed, ensure that the antenna can follow the heading change in time, quickly align with the satellite signal source, and avoid signal interruption or attenuation.

[0056] To avoid instantaneous impacts during motor start-up and stop, and to protect the motor and dual-axis adjustment mechanism, the PWM duty cycle linearly increases from 0 to 80% in 50ms when the drive motor starts.

[0057] By using the above technical solution, and dividing the speed range into two zones, 5-60km / h and greater than 60km / h, and setting corresponding adjustment speeds of 10° / s and 20° / s, it avoids steering fluctuations caused by excessively rapid adjustments during normal driving, and solves the signal attenuation and interruption problems caused by adjustment lag during high-speed driving. The dynamic switching of the motor adjustment speed does not require manual intervention. The system can adjust in real time according to the vehicle speed, quickly respond to the heading change requirements under different driving scenarios, and reduce ineffective adjustment actions.

[0058] In this application, the main control unit monitors the validity of the vehicle body signals in real time. When the heading angle signal in the CAN bus is invalid for three consecutive frames, or the frame interval is greater than 200ms, the heading angle signal in the vehicle body signals is determined to be invalid. At this time, the main control unit automatically switches to the independent sensor signal (i.e., the electronic compass signal) as the main synchronization source within 1 second, and continues to adjust the horizontal direction of the vehicle-mounted satellite antenna according to the heading angle signal output by the independent electronic compass, ensuring that the antenna adjustment process is not interrupted.

[0059] After switching to the independent electronic compass signal, the main control unit continuously monitors the CAN bus signal status. When the heading angle signal of the CAN bus is valid for 5 consecutive frames, it determines that the vehicle body signal has returned to normal and automatically switches back to the fusion mode with the CAN bus signal as the main synchronization source, and continues to adjust the horizontal direction using the heading angle signal in the CAN bus.

[0060] If both the heading angle signal in the vehicle body signal and the heading angle signal in the sensor signal are invalid, that is, if both the CAN bus signal and the independent electronic compass signal are unavailable, the antenna maintains its current pointing position, triggers an alarm signal, and feeds the alarm information back to the host screen via the CAN bus so that the user can be informed of the abnormal status in a timely manner.

[0061] By employing the aforementioned technical solution and implementing a dual-source heading detection mechanism using both the CAN bus heading angle signal and an independent electronic compass signal, the system can automatically switch to the independent sensor signal when vehicle body signals are abnormal or the bus malfunctions. This prevents antenna adjustment interruption due to the failure of a single signal source, significantly improving the operational stability of the vehicle-mounted satellite antenna in complex in-vehicle environments. After switching to the independent sensor signal, the system continues to monitor the original vehicle body signal status. Once the signal recovers, it automatically switches back to the main synchronization mode, restoring the optimal adjustment mode without manual intervention, thus enhancing the system's intelligence and ease of use. When both signal sources fail, the antenna maintains its current pointing direction to prevent uncontrolled rotation and simultaneously triggers alarms and status feedback, facilitating rapid fault location for users and improving the safety and maintainability of the vehicle-mounted satellite antenna system.

[0062] In some embodiments, after acquiring the current azimuth angle of the satellite signal source, the method further includes: acquiring the actual steering angle of the vehicle; determining the target vertical compensation angle of the vehicle-mounted satellite antenna based on the actual steering angle and the current azimuth angle, provided that the vehicle-mounted satellite antenna meets the preset vertical synchronization control conditions based on the actual steering angle; and controlling the vehicle's drive motor to adjust the vehicle-mounted satellite antenna vertically based on the target vertical compensation angle.

[0063] The logic for determining whether the vehicle-mounted satellite antenna meets the preset vertical synchronization control conditions is as follows: obtain the actual steering angle change of the vehicle; if the actual steering angle change is greater than or equal to the second threshold and the current vehicle speed is greater than or equal to the second speed threshold, then the vehicle-mounted satellite antenna meets the preset vertical synchronization control conditions.

[0064] The second threshold and the second vehicle speed threshold can be thresholds preset by the user, thresholds obtained through a limited number of experiments, or thresholds obtained through a limited number of computer simulations; no specific limitations are imposed here.

[0065] Specifically, the vehicle signal interface module and the sensing unit collect two consecutive frames of actual vehicle steering angle data in real time, calculate the difference between the two to obtain the steering angle change β, extract its absolute value |β| as the steering angle change, and simultaneously read the vehicle's current speed through the CAN bus.

[0066] Taking a second threshold of 15° and a second vehicle speed threshold of 20km / h as an example, when the actual steering angle change |β| of the vehicle is greater than or equal to 15° and the current vehicle speed is greater than or equal to 20km / h, it is determined that the vehicle-mounted satellite antenna meets the preset vertical synchronization control conditions.

[0067] The above technical solution accurately identifies changes in the vehicle's effective driving status by setting thresholds for steering angle change and vehicle speed. This avoids unnecessary antenna adjustments triggered by atypical conditions such as minor vibrations, idling, or low-speed maneuvering, reducing mechanical wear and energy consumption. It also reduces the computational load on the main control unit and significantly improves system operating efficiency.

[0068] In some embodiments, determining the target vertical compensation angle of the vehicle-mounted satellite antenna based on the vehicle's actual steering angle and current azimuth angle includes: determining a vertical compensation coefficient, and obtaining the target vertical compensation angle by multiplying the vertical compensation coefficient, the actual steering angle, and a preset value.

[0069] In this embodiment of the application, the preset value is 0.01.

[0070] Specifically, the formula for calculating the target vertical compensation angle is: β compensation = -k × β × 0.01; Where β is the actual steering angle of the vehicle, and k is the vertical compensation coefficient. The value of k ranges from 0.3 to 0.5. The vertical compensation coefficient k needs to be calibrated in advance according to the vehicle posture and center of gravity distribution of different models to ensure that the compensation accuracy matches the characteristics of the vehicle.

[0071] For example, when the actual steering angle of the vehicle is β=60° and the compensation coefficient k is calibrated to 0.4, substituting into the formula, we can get: β compensation = -0.4×60×0.01 = -2.4°. This result means that the antenna needs to be adjusted downward by 2.4°.

[0072] To avoid damage to the antenna or signal disturbance caused by over-adjustment, the vertical compensation angle should be controlled within the range of -15° to +15°, and the single vertical angle compensation amount of the vehicle-mounted satellite antenna should be ≤5°. If the calculated compensation angle exceeds the single limit, it should be adjusted gradually in multiple steps to ensure a smooth adjustment process and avoid motor impact loss.

[0073] The angle encoder collects the actual angle data of the vehicle-mounted satellite antenna in the vertical direction in real time at an update frequency of 1Hz, and synchronously feeds it back to the main control unit. If the satellite signal strength of the vehicle-mounted satellite antenna after vertical angle compensation is less than 0.5dB, it indicates that the current compensation coefficient k is not adaptable enough and has not achieved the best compensation effect. The main control unit will dynamically adjust the value of k (fine-tuning within the range of 0.3-0.5), recalculate the target vertical compensation angle and perform the adjustment operation; repeat this process until the satellite signal strength after compensation is ≥0.5dB, and stable signal reception is achieved.

[0074] The above technical solution, based on the vehicle's actual heading angle and the compensation coefficient calibrated for the vehicle model, can accurately calculate the vertical compensation angle corresponding to the vehicle's body roll. It also sets range and single-compensation limits to avoid over-adjustment and quickly offset signal offset caused by cornering roll, ensuring satellite signal reception quality. Furthermore, it can dynamically adjust the compensation coefficient k to handle differences in body roll across different vehicle models, cornering angles, and road surfaces. This solves the problems of existing vehicle-mounted satellite antennas failing to achieve dynamic linkage with the driving direction and lacking precise design for vertical adjustment angles, thus failing to meet signal tracking requirements in specific scenarios and adapting to complex driving environments.

[0075] In some embodiments, when controlling the vehicle's drive motor to adjust the vehicle-mounted satellite antenna horizontally or vertically, the method includes: controlling the first motor in the drive motor to stop operating when the current horizontal rotation angle of the vehicle-mounted satellite antenna is greater than or equal to a first preset value; or controlling the second motor in the drive motor to stop operating when the current vertical deflection angle of the vehicle-mounted satellite antenna is greater than or equal to a second preset value.

[0076] The first preset value and the second preset value can be thresholds preset by the user, thresholds obtained through a limited number of experiments, or thresholds obtained through a limited number of computer simulations. No specific limitations are made here. The second motor is a vertical drive motor.

[0077] For example, the first preset value is 180° and the second preset value is 15°.

[0078] When the vehicle-mounted satellite antenna is rotated and adjusted in the horizontal direction, its current horizontal rotation angle is collected in real time.

[0079] When the horizontal rotation angle reaches the mechanical limit position of 180°, the limit switch is triggered and generates a corresponding trigger signal. Based on this trigger signal, the main control unit immediately cuts off the drive signal of the horizontal drive motor and controls the horizontal motor to stop moving, thereby preventing the antenna horizontal rotation mechanism from exceeding its mechanical stroke and causing overtravel damage.

[0080] Meanwhile, during the horizontal adjustment process, the actual horizontal angle of the vehicle-mounted satellite antenna is continuously compared with the target horizontal pointing angle.

[0081] When the angular deviation between the actual horizontal angle of the vehicle-mounted satellite antenna and the horizontal pointing angle of the target is less than or equal to 1°, and this deviation is maintained for 20ms, it is determined that the antenna has stably reached the target position, and the first motor is controlled to stop moving. This achieves precise angle adjustment while avoiding frequent motor start-stop or overshoot.

[0082] Furthermore, it collects the vertical deflection angle of the vehicle-mounted satellite antenna in real time and provides real-time angle feedback through an angle encoder.

[0083] When the current vertical deflection angle is collected and reaches or exceeds ±15°, it is determined that the vertical safe angle range has been reached. At this time, the vertical drive motor is automatically controlled to stop to prevent the antenna from exceeding the structural allowable range due to excessive pitch.

[0084] To avoid instantaneous impacts during motor start-up and shutdown, and to protect the motor and dual-axis adjustment mechanism, the PWM duty cycle linearly drops from 80% to 0 when the motor stops, taking 50ms. This smooth start-stop transition reduces motor mechanical losses and prevents antenna pointing deviation due to instantaneous impacts.

[0085] The above technical solution effectively prevents the antenna rotation mechanism from overtraveling, jamming, or structural damage by setting a first preset value to promptly cut off the motor drive signal when the horizontal rotation approaches its mechanical limit, thus improving the reliability and service life of the vehicle-mounted satellite antenna. Simultaneously, a second preset value limits the vertical angle adjustment, preventing excessive pitch angles that could lead to antenna collisions, center of gravity imbalance, or drive overload, improving pointing accuracy and stability. Furthermore, by judging the actual horizontal angle and the horizontal pointing angle, the motor is controlled to stop, ensuring pointing accuracy while avoiding misjudgments and frequent starts and stops due to momentary jitter. This allows the antenna to quickly and smoothly lock onto the target angle, improving signal reception stability.

[0086] In some embodiments, the synchronization control method further includes: detecting the current signal reception strength of the vehicle-mounted satellite antenna; if the duration for which the current signal reception strength of the vehicle-mounted satellite antenna is less than a preset strength value is greater than a first preset duration, then controlling the first motor in the drive motor to adjust the angle of the vehicle-mounted satellite antenna according to a first preset scanning range and a first preset scanning speed, and controlling the second motor in the drive motor to adjust the angle of the vehicle-mounted satellite antenna according to a second preset scanning range and a second preset scanning speed, until the duration for which the current signal reception strength of the vehicle-mounted satellite antenna is greater than or equal to the preset strength value is greater than the second preset duration.

[0087] The first preset scanning range and the first preset scanning speed, the second preset scanning range and the second preset scanning speed, the preset intensity value, the first preset duration, and the second preset duration can be thresholds preset by the user, thresholds obtained through a limited number of experiments, or thresholds obtained through a limited number of computer simulations. No specific limitations are imposed here.

[0088] For example, the first preset scanning range and the second preset scanning range are ±5° scanning range, the first preset scanning speed is 5° / s, the second preset scanning speed is 2° / s, the first preset duration is 1s, and the second preset duration is 5s.

[0089] When the signal detection unit detects that the current signal reception strength is lower than the set target value and this low-intensity state lasts for 1 second, it determines that the signal is blocked or the reception quality is degraded. The main control unit then initiates a dynamic search process and controls the dual-axis drive mechanism to enter dynamic fine-tuning mode. The system controls the horizontal drive motor to perform a step scan at a speed of 5° / s within a ±5° scanning range, while simultaneously controlling the vertical drive motor to perform a step scan at a speed of 2° / s within a ±5° scanning range. During the scanning adjustment process, the signal strength is collected in real time and feedback is performed. When the signal strength recovers to the preset target value and remains stable for a duration greater than or equal to 5 seconds, it is determined that the signal has been restored to stable reception, and the horizontal and vertical drive motors are stopped to complete the dynamic calibration. If the signal strength still has not recovered to the target value after completing the ±5° full-range scan, it is determined that it cannot be recovered through autonomous fine-tuning, and an alarm is triggered.

[0090] Through the above technical solution, by detecting signal strength in real time, the system can quickly and autonomously find the optimal receiving angle when the signal is blocked, attenuated, or lost, thus restoring stable satellite signal reception and significantly improving the communication reliability of the vehicle-mounted satellite antenna in complex operating environments. The system employs a judgment mechanism that activates when the signal value is below the target value for 1 second and stops when the signal value recovers to the target value for 5 seconds. This effectively filters out false triggers caused by momentary obstruction and jitter interference, ensuring stable and reliable system operation and avoiding frequent motor start-stops. Fine scanning with a range of ±5° is used in both the horizontal and vertical directions, combined with graded speed settings of 5° / s horizontally and 2° / s vertically. This allows for rapid traversal of possible high-quality signal angles while ensuring angle adjustment accuracy, achieving efficient and precise signal optimization. An alarm is automatically triggered if the signal cannot be recovered after completing a full-range scan, allowing users to promptly understand the fault status and facilitating manual troubleshooting of obstruction, equipment malfunctions, and other issues. This improves system safety and maintainability, as well as ease of use and intelligence.

[0091] The technical solution of this application was used for synchronous control. The actual test verification parameters are shown in Table 2. It can be seen from Table 2 that the synchronous response speed is fast, the synchronization accuracy is high, and the signal stability is good.

[0092] Table 2

[0093] In summary, the beneficial effects of this invention are as follows: 1. Achieve precise dual-axis adjustment: 180° horizontal rotation meets the left and right tracking requirements of the signal source, and 30° vertical adjustment adapts to road undulations and signal source pitch changes. The adjustment accuracy can reach 5°, significantly improving signal reception stability and achieving dynamic synchronization between the satellite antenna pointing and the driving direction, adapting to complex driving scenarios.

[0094] 2. Dual-source redundant automatic orientation: Core data such as steering angle and vehicle speed are directly acquired through the vehicle signal interface. Combined with an independent attitude sensing unit, the signal fusion processing is optimized to improve the real-time performance and accuracy of direction detection, while avoiding functional failure caused by a single signal source failure, thus adapting to complex driving scenarios.

[0095] 3. Reliable structure: It adopts precision mechanisms such as worm gear and gear transmission, combined with conductive slip rings, sealing protection, and electromagnetic interference shielding layer, balancing adjustment accuracy and service life, and adapting to harsh environments such as vehicle vibration and wind and rain.

[0096] 4. Strong compatibility: Supports mainstream vehicle communication protocols and can be adapted to the vehicle signal systems of different brands and models; it is also compatible with various signal reception requirements such as satellite communication, in-vehicle TV, and navigation. The installation method is flexible and suitable for various vehicle types including sedans, RVs, and commercial vehicles. This application also provides a synchronous control system, please refer to... Figure 5 The synchronous control system 10 includes: a first acquisition module 100, a first calculation module 200, and a first control module 300.

[0097] The first acquisition module 100 is used to acquire the current azimuth angle of the satellite signal source and the actual heading angle of the vehicle; the first calculation module 200 is used to determine the target horizontal pointing angle of the vehicle-mounted satellite antenna based on the actual heading angle and the current azimuth angle, provided that the vehicle-mounted satellite antenna meets the preset horizontal synchronization control conditions based on the actual heading angle; and the first control module 300 is used to control the vehicle's drive motor to adjust the vehicle-mounted satellite antenna horizontally based on the target horizontal pointing angle.

[0098] In some embodiments, before determining that the vehicle-mounted satellite antenna meets the preset synchronization control conditions based on the actual heading angle and the actual steering angle, the first calculation module 200 is further configured to: obtain the current position and current heading of the vehicle; obtain the azimuth angle of the satellite signal source based on the current position of the vehicle, and determine the azimuth angle of the vehicle-mounted satellite antenna based on the azimuth angle of the satellite signal source and the current heading of the vehicle; if the angle difference between the azimuth angle of the vehicle-mounted satellite antenna and the azimuth angle of the satellite signal source is less than or equal to a preset difference, determine that the initial azimuth calibration of the vehicle-mounted satellite antenna is successful, so as to determine whether the vehicle-mounted satellite antenna meets the preset synchronization control conditions based on the actual heading angle and the actual steering angle; otherwise, determine that the initial azimuth calibration of the vehicle-mounted satellite antenna is unsuccessful.

[0099] In some embodiments, the first control module 300 is further configured to: obtain the target horizontal pointing angle of the vehicle-mounted satellite antenna based on the difference between the current azimuth angle and the actual heading angle of the satellite signal source.

[0100] In some embodiments, the first control module 300 is further configured to: acquire the current vehicle speed; determine the speed range of the current vehicle speed based on the current vehicle speed, and determine the target adjustment speed of the first motor in the drive motor based on the speed range of the current vehicle speed; and control the first motor to adjust the vehicle-mounted satellite antenna in the horizontal direction based on the target horizontal pointing angle and the target adjustment speed.

[0101] In some embodiments, after acquiring the current azimuth angle of the satellite signal source, the synchronization control system 10 further includes: a second acquisition module for acquiring the actual steering angle of the vehicle; a second calculation module for determining the target vertical compensation angle of the vehicle-mounted satellite antenna based on the actual steering angle and the current azimuth angle, provided that the vehicle-mounted satellite antenna meets the preset vertical synchronization control conditions based on the actual steering angle; and a second control module for controlling the vehicle's drive motor to adjust the vehicle-mounted satellite antenna vertically based on the target vertical compensation angle.

[0102] In some embodiments, the second control module is further configured to: determine the target vertical compensation angle of the vehicle-mounted satellite antenna based on the vehicle's actual steering angle and current azimuth angle, including: determining the vertical compensation coefficient, and obtaining the target vertical compensation angle by multiplying the vertical compensation coefficient, the actual steering angle and a preset value.

[0103] In some embodiments, when controlling the vehicle's drive motor to adjust the vehicle-mounted satellite antenna horizontally or vertically, the first control module 300 is configured to: control the first motor in the drive motor to stop operating when the current horizontal rotation angle of the vehicle-mounted satellite antenna is greater than or equal to a first preset value; or, the second control module is configured to control the second motor in the drive motor to stop operating when the current vertical deflection angle of the vehicle-mounted satellite antenna is greater than or equal to a second preset value.

[0104] In some embodiments, the synchronous control system 10 further includes: a detection module for detecting the current signal reception strength of the vehicle-mounted satellite antenna; and an adjustment module for controlling a first motor in the drive motor to adjust the angle of the vehicle-mounted satellite antenna according to a first preset scanning range and a first preset scanning speed if the duration of the current signal reception strength of the vehicle-mounted satellite antenna being less than a preset strength value is greater than a first preset duration, and controlling a second motor in the drive motor to adjust the angle of the vehicle-mounted satellite antenna according to a second preset scanning range and a second preset scanning speed, until the duration of the current signal reception strength of the vehicle-mounted satellite antenna being greater than or equal to the preset strength value is greater than a second preset duration.

[0105] It should be noted that the foregoing explanation of the embodiment of the synchronization control method also applies to the synchronization control system of this embodiment, and will not be repeated here.

[0106] This application also provides an electronic device, please refer to... Figure 6 The electronic device 20 includes a processor 601 and a memory 602. The memory 601 is used to store computer programs, and the processor 602 is used to execute the programs stored in the memory 601 to implement the synchronization control method described in any embodiment of this application.

[0107] This application also provides a vehicle, please refer to the embodiments thereof. Figure 7 The vehicle 30 includes the aforementioned electronic equipment 20.

[0108] This application also proposes a computer-readable storage medium storing a computer program that, when executed by a processor, implements the synchronization control method described in any embodiment of this application.

[0109] In this application, "multiple" refers to two or more.

[0110] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0111] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0112] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0113] Unless otherwise specified, all steps in this application may be performed sequentially or randomly. For example, if a method includes steps A and B, it means that the method may include steps A and B performed sequentially, or it may include steps B and A performed sequentially. For example, if a method may also include step C, it means that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or it may include steps A, C, and B, or it may include steps C, A, and B, etc.

[0114] The above are merely preferred embodiments of this application and are not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A synchronization control method, characterized in that, include: Obtain the current azimuth angle of the satellite signal source and the actual heading angle of the vehicle; If the vehicle-mounted satellite antenna meets the preset horizontal synchronization control conditions based on the actual heading angle, the target horizontal pointing angle of the vehicle-mounted satellite antenna is determined based on the actual heading angle of the vehicle and the current azimuth angle. Based on the target horizontal pointing angle, the vehicle's drive motor is controlled to adjust the vehicle-mounted satellite antenna in the horizontal direction.

2. The synchronization control method according to claim 1, characterized in that, Before determining that the vehicle-mounted satellite antenna meets the preset horizontal synchronization control conditions based on the actual heading angle, the process includes: Obtain the current position and current heading of the vehicle; The azimuth angle of the satellite signal source is obtained based on the current position of the vehicle, and the azimuth angle of the vehicle-mounted satellite antenna is determined based on the azimuth angle of the satellite signal source and the current heading of the vehicle. If the angle difference between the azimuth angle of the vehicle-mounted satellite antenna and the azimuth angle of the satellite signal source is less than or equal to a preset difference, the initial azimuth calibration of the vehicle-mounted satellite antenna is determined to be successful; otherwise, the initial azimuth calibration of the vehicle-mounted satellite antenna is determined to be unsuccessful.

3. The synchronization control method according to claim 1, characterized in that, Based on the target horizontal pointing angle, the vehicle's drive motor is controlled to adjust the vehicle-mounted satellite antenna horizontally, including: The target horizontal pointing angle of the vehicle-mounted satellite antenna is obtained based on the difference between the current azimuth angle of the satellite signal source and the actual heading angle.

4. The synchronization control method according to claim 1, characterized in that, When controlling the vehicle's drive motor to adjust the vehicle-mounted satellite antenna horizontally based on the target horizontal pointing angle, the following steps are included: Obtain the current speed of the vehicle; The speed range of the current vehicle speed is determined based on the current vehicle speed, and the target adjustment speed of the first motor in the drive motor is determined based on the speed range of the current vehicle speed. The first motor is controlled to adjust the vehicle-mounted satellite antenna horizontally based on the target horizontal pointing angle and the target adjustment speed.

5. The synchronization control method according to claim 1, characterized in that, After obtaining the current azimuth angle of the satellite signal source, the following is also included: Obtain the actual steering angle of the vehicle; If the vehicle-mounted satellite antenna meets the preset vertical synchronization control conditions based on the actual steering angle, the target vertical compensation angle of the vehicle-mounted satellite antenna is determined based on the actual steering angle of the vehicle and the current azimuth angle. Based on the target vertical compensation angle, the vehicle's drive motor is controlled to adjust the vehicle-mounted satellite antenna in the vertical direction.

6. The synchronization control method according to claim 5, characterized in that, Determining the target vertical compensation angle of the vehicle-mounted satellite antenna based on the vehicle's actual steering angle and the current azimuth angle includes: Determine the vertical compensation coefficient, and obtain the target vertical compensation angle by multiplying the vertical compensation coefficient, the actual steering angle, and a preset value.

7. The synchronization control method according to claim 1 or 5, characterized in that, When controlling the vehicle's drive motor to adjust the vehicle-mounted satellite antenna horizontally or vertically, the following steps are included: When the current horizontal rotation angle of the vehicle-mounted satellite antenna is greater than or equal to a first preset value, the first motor in the drive motor is controlled to stop operating. Alternatively, in response to the current vertical deflection angle of the vehicle-mounted satellite antenna being greater than or equal to a second preset value, the second motor in the drive motor is controlled to stop operating.

8. The synchronization control method according to claim 1, characterized in that, Also includes: Detect the current signal reception strength of the vehicle-mounted satellite antenna; If the duration for which the current signal reception strength of the vehicle-mounted satellite antenna is less than a preset strength value is greater than a first preset duration, then the first motor in the drive motor is controlled to adjust the angle of the vehicle-mounted satellite antenna according to a first preset scanning range and a first preset scanning speed, and the second motor in the drive motor is controlled to adjust the angle of the vehicle-mounted satellite antenna according to a second preset scanning range and a second preset scanning speed, until the duration for which the current signal strength of the vehicle-mounted satellite antenna is greater than or equal to the preset strength value is greater than a second preset duration.

9. An electronic device, characterized in that, Including processor and memory, among which Memory, used to store computer programs; A processor for executing a program stored in memory to implement the synchronization control method according to any one of claims 1-8.

10. A vehicle, characterized in that, It includes the electronic device as described in claim 9.

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