A cleaning and sewage suction combined operation vehicle control method and system based on a CAN network

Abstract

The application discloses a cleaning and sewage suction combined operation vehicle control method based on a CAN network, which is applied to a distributed control system comprising a main control unit, a plurality of regional control units, a man-machine interaction terminal and a CAN bus. The method comprises the following steps: after the main control unit is powered on, a communication link is established with each regional control unit through the CAN bus and sensor data is received; after an operation instruction is received, a matched target operation task template is called from a pre-stored task logic template library; a template and sensor data are fused to generate a cooperative control instruction set and the instruction set is issued through the CAN bus; the regional control unit drives an execution element to act according to the instruction and collects feedback signals in real time to upload execution state data; the main control unit judges whether the execution progress deviates from the expectation according to the execution state data, and if the execution progress deviates from the expectation, the unexecuted instruction is adjusted and issued. Through the fusion and dynamic adjustment of various modules, the cooperative control capability of the cleaning and sewage suction operation is improved.

Description

Technical Field

[0001] This application relates to the technical field of municipal sanitation special vehicles. Specifically, it relates to a control method and system for a combined cleaning and sewage suction operation vehicle based on the CAN network. Background Art

[0002] A combined cleaning and sewage suction operation vehicle is a special sanitation operation vehicle that integrates multiple functions such as high-pressure cleaning, vacuum sewage suction, and sewage recycling treatment, and is widely used in municipal operation scenarios such as urban pipe network dredging, road cleaning, and septic tank cleaning. Such vehicles usually need to operate continuously for a long time under complex working conditions, posing high requirements for the coordinated cooperation between various functional modules, the reliability of the system, and the convenience of operation.

[0003] Currently, the electrical control systems of such vehicles mainly adopt two traditional architectures. One is a control architecture based on discrete relays, where each functional subsystem is independently wired and logical control is achieved through hard-wired connections. The other is a centralized control architecture based on a programmable logic controller, where the signals of each subsystem are uniformly connected to a central controller for centralized processing. In practical applications, both of the above architectures have certain limitations. Discrete relay control results in a huge vehicle wiring harness, difficult installation and maintenance, and a high failure rate; although centralized PLC control simplifies some logical processing, the system scalability is poor, and when adding new functions, the central controller needs to be reprogrammed and the wiring harness needs to be significantly modified. In addition, when facing multi-functional coordinated operations such as cleaning and sewage suction, the information interaction between each subsystem mainly relies on hard-wired signals or simple serial communication, lacking real-time performance, and it is difficult to implement relatively complex linkage logic control, resulting in room for improvement in the overall operation efficiency of the vehicle and relatively limited support for intelligent functions such as remote monitoring and fault diagnosis.

[0004] Therefore, how to provide a control solution for a combined cleaning and sewage suction operation vehicle with a simplified architecture, strong scalability, and capable of achieving multi-region coordinated control and intelligent operation management is a technical problem that needs to be urgently solved by those skilled in the art. Summary of the Invention

[0005] This application provides a control method and system for a combined cleaning and sewage suction operation vehicle based on the CAN network, at least for solving the problems existing in the prior art.

[0006] In the first aspect of the embodiments of this application, a control method for a combined cleaning and sewage suction operation vehicle based on the CAN network is provided, which is applied to a distributed control system. The distributed control system includes a main control unit, multiple regional control units, a human-machine interaction terminal, and a CAN bus connecting each unit. The method includes: S1: After the main control unit is powered on, it establishes a communication link with each of the regional control units through the CAN bus and receives sensor detection data uploaded by each of the regional control units; S2: The main control unit receives the operation instructions generated by the human-machine interaction terminal through the CAN bus, and calls the target job task template that matches the operation instructions from the pre-stored task logic template library according to the parsing result; S3: The main control unit fuses the target task template with the sensor detection data and generates a set of collaborative control instructions containing timing trigger conditions or logical trigger conditions based on the fusion processing result; S4: The main control unit sends the collaborative control instruction set to the corresponding area control unit via the CAN bus; S5: Each of the regional control units drives the controlled execution elements connected to its output interface to perform corresponding actions according to the received collaborative control instructions, and collects the feedback signals of the controlled execution elements in real time during the execution process, generates execution status data and uploads it to the main control unit through the CAN bus; S6: The main control unit determines whether the current execution progress deviates from the expected progress based on the received execution status data. When it is determined that there is a deviation, it adjusts the unexecuted instructions in the collaborative control instruction set and sends the adjusted instructions to the corresponding area control unit.

[0007] By adopting a distributed architecture combining a main control unit and multiple regional control units, and using a CAN bus to interconnect these units, the complex wiring harnesses and difficult layout of traditional discrete control systems are eliminated. This simplifies the physical structure of the vehicle's electrical system and reduces the complexity of assembly and maintenance. A task logic template library is pre-stored in the main control unit, allowing the system to directly call the appropriate templates for different operational scenarios without redesigning control logic or making large-scale modifications to wiring harnesses for each new function, facilitating future upgrades and system expansion. Real-time sensor data is fused with task templates, enabling the generated collaborative control commands to reflect the vehicle's current operating conditions and resource status. Compared to traditional hard-wired logic control, this real-time data-driven command generation method improves the coordination between functional modules. Regional control units continuously collect feedback signals and upload execution status data during execution. The main control unit uses this data to determine the execution progress and make timely adjustments, forming a closed-loop control mechanism. This allows the system to handle deviations during operation, improving operational stability. Simultaneously, the operation status is presented to the operator in real-time through a human-machine interface terminal, enhancing the system's visibility and controllability.

[0008] Furthermore, the sensor detection data received in S1 includes sewage tank level data, clean water tank level data, vacuum pump speed data, high-pressure water pump pressure data, and valve position status data of each hydraulic valve group; the feedback signals collected in S5 include electrical signals output by the displacement sensor, pressure sensor, or speed sensor attached to the controlled actuator.

[0009] Furthermore, each task template in the task logic template library is pre-established and stored in the following manner: The main control unit pre-establishes a standard execution process model for each task based on the superstructure parameters of the cleaning and vacuuming combined operation vehicle and the spatial layout of each functional module. The standard execution process model includes segmented control logic for the operation preparation stage, the core operation stage, and the operation completion stage. The main control unit configures multiple adjustable parameter variables for each standard execution process model. The parameter variables include the maximum allowable operation time for each stage, the target action threshold for each execution element, and the transition time window between adjacent stages. The main control unit associates and stores the standard execution process model with the corresponding parameter variables to generate a task template that can be called by the main control unit in real time, and stores it in the task logic template library according to the operation type.

[0010] Further, in step S3, the target operation task template is fused with the sensor detection data, including: the main control unit extracts the current remaining capacity parameters of the sewage tank and the clean water tank from the sensor detection data; calculates the maximum allowable sewage suction volume for this operation based on the remaining capacity parameters of the sewage tank; calculates the maximum allowable clean water consumption for this operation based on the remaining capacity parameters of the clean water tank; the main control unit performs constraint correction on the core operation stage parameters in the target operation task template based on the maximum sewage suction volume and the maximum clean water consumption, and generates instantiated action parameters that conform to the current vehicle capacity; the main control unit writes the instantiated action parameters into the sub-task corresponding to the collaborative control instruction set, and marks subsequent sub-tasks that have not triggered capacity constraints as pending execution.

[0011] Further, in step S6, the main control unit determines whether the current execution progress deviates from the expected progress, including: the main control unit compares the received execution status data with the expected progress parameters of the corresponding nodes in the target task template item by item, calculates the deviation of the current execution progress from the expected progress based on the comparison results, and determines the deviation type based on the numerical range to which the deviation amount belongs; the main control unit adjusts the action parameters or execution order of the unexecuted subtasks in the collaborative control instruction set based on the deviation amount and the deviation type.

[0012] Furthermore, the main control unit adjusts the unexecuted subtasks according to the deviation amount and the deviation type, including: the main control unit queries a preset adaptive adjustment strategy library according to the numerical range to which the deviation amount belongs, and obtains the adjustment strategy corresponding to the deviation type and the deviation amount. The adjustment strategy includes a proportional-integral-derivative adjustment strategy, a threshold reset strategy, and a redundant path switching strategy. The main control unit modifies the target parameter values ​​of the controlled execution elements involved in the unexecuted subtasks according to the adjustment strategy, or switches some execution elements in the unexecuted subtasks to the backup execution element channel, or adjusts multiple subtasks that were originally scheduled to be executed serially to a parallel execution mode.

[0013] Further, the target operation task is a combined cleaning and vacuuming operation task. The generation of the collaborative control instruction set in S3 includes: the main control unit calling the corresponding joint operation template according to the combined cleaning and vacuuming operation task; the joint operation template includes a high-pressure cleaning sub-task sequence and a vacuuming sub-task sequence, and the two sub-task sequences are set with mutually waiting synchronization nodes; the main control unit extracts the remaining suction hose length parameter of the current suction hose reel, the remaining water hose length parameter of the current high-pressure water hose reel, and the air pressure parameter of the current work site from the sensor detection data; the main control unit then uses the remaining suction hose length parameter and the remaining water hose length parameter... The parameters calculate the maximum allowable collaborative operation distance, and correct the target vacuum degree of the vacuum pump according to the air pressure parameters; the main control unit generates a first collaborative control command sequence and a second collaborative control command sequence. The first collaborative control command sequence is used to drive the first area control unit to start the high-pressure water pump and control the high-pressure water hose reel to release the hose at a first speed. The second collaborative control command sequence is used to drive the second area control unit to start the vacuum pump and control the suction hose reel to release the hose at a second speed. The first speed and the second speed are correlated and matched through the maximum collaborative operation distance so that the high-pressure water hose reel and the suction hose reel maintain a synchronous hose release state during the operation.

[0014] Furthermore, it also includes fault diagnosis and fault tolerance processing steps: S7: The main control unit and each of the regional control units perform periodic status checks on their respective connected sensor lines, actuator drive circuits, and CAN communication interfaces. When an electrical signal abnormality, actuator response timeout, or communication frame loss is detected, a fault code containing the fault type and fault location is generated; S8: The main control unit collects the fault codes generated by each of the regional control units through the CAN bus, queries a preset safety policy table based on the fault codes, and determines the fault response measures corresponding to the fault level; S9: The main control unit generates a fault handling instruction based on the fault response measures, and sends the fault handling instruction to the relevant regional control units for execution, while simultaneously sending the fault code and fault description information to the human-machine interaction terminal.

[0015] Further, in S8, the main control unit queries a preset safety strategy table based on the fault code to determine the fault response measures corresponding to the fault level, including: when the main control unit detects an interruption in CAN communication with the area control unit executing the tank door locking control or receives an abnormal feedback signal from the tank door locking cylinder position sensor, the main control unit queries the safety strategy table to obtain the corresponding fault code response measure as an emergency locking mode; when the main control unit judges the vehicle's current driving speed parameters and the power take-off engagement status parameters, and determines that the vehicle is in a driving state and the power take-off is not disconnected, the main control unit outputs a control signal to the engine electronic control unit through a hard-wired interface, triggering the engine to slow down to idle speed and disconnect the power take-off solenoid valve, and simultaneously outputs a lock-up holding signal to the solenoid reversing valve of the tank door locking cylinder through a backup hard-wired circuit, so that the tank door maintains the current locked state.

[0016] Furthermore, after each of the regional control units in S5 drives the controlled actuator to perform the corresponding action, an execution accuracy verification step is also included: the regional control unit collects the real-time feedback signal of the controlled actuator, compares the real-time feedback signal with the target parameter carried in the collaborative control command, and calculates the control deviation value; when the regional control unit determines that the control deviation value exceeds the preset allowable error range, it uploads the execution failure status as part of the execution status data to the main control unit.

[0017] A second aspect of this application provides a control system for a combined cleaning and sewage suction vehicle based on a CAN network. The system includes: a CAN bus; a main control unit connected to the CAN bus, whose memory pre-stores a task logic template library; multiple area control units distributed in different areas of the vehicle and respectively connected to the CAN bus, each area control unit being connected to a sensor group and a controlled actuator in its area; and a human-machine interface terminal connected to the CAN bus. The main control unit, the multiple area control units, and the human-machine interface terminal collaboratively execute the aforementioned control method via the CAN bus.

[0018] By adopting the CAN bus as the vehicle's communication medium, control units can be interconnected via a bus, reducing the large number of point-to-point hardwired connections in traditional control architectures and simplifying the overall vehicle wiring harness layout. The main control unit's memory pre-stores a task logic template library, enabling the system to store task templates locally and perform template retrieval and execution without relying on external devices. Multiple regional control units are distributed across different areas of the vehicle, connecting to the sensor groups and controlled actuators in their respective areas. This allows data acquisition and execution control to be completed locally, reducing long-distance transmission of sensor and execution control signals. The distributed layout of the regional control units means that adding new functions only requires adding control units to the corresponding areas and connecting them to the CAN bus, without requiring large-scale modifications to the overall vehicle wiring harness, thus improving system scalability. The human-machine interface terminal is connected to the CAN bus, enabling the transmission of operation commands and status information between units via the bus. Operators can obtain work status or input operation commands through different terminals. The main control unit, multiple regional control units, and the human-machine interface terminal coordinate to execute the aforementioned control method via a CAN bus. This enables the implementation of steps such as initialization and link establishment, template invocation, fusion processing, command issuance, action execution, status feedback, and dynamic adjustment at the hardware level. Through this hardware architecture and the coordination of the aforementioned methodological processes, the various components of the distributed control system can work collaboratively, enabling the electrical control functions of the combined cleaning and sewage suction vehicle to be realized. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the overall layout of the cleaning and sewage suction combined operation vehicle provided in the embodiments of this application; Figure 2 A flowchart illustrating a control method for a combined cleaning and sewage suction vehicle based on a CAN network, provided in an embodiment of this application; Figure 3 This is a schematic diagram of the framework of a CAN network-based combined cleaning and sewage suction vehicle control system provided in an embodiment of this application.

[0020] Explanation of reference numerals in the attached figures: 1 - Sewage suction and cleaning combined operation vehicle; 101 - Cab; 102 - Wheels; 103 - Tank body; 104 - Main control box; 105 - Front compartment control box; 106 - Top compartment control box; 107 - Sewage suction pipe; 108 - Top rotary jib; 109 - High-pressure water pipe. Detailed implementation manners

[0021] In the following description, specific details such as specific system structures and technologies are presented for the purpose of illustration rather than limitation, so as to thoroughly understand the embodiments of the present application. However, those skilled in the art should clearly understand that the present application can also be implemented in other embodiments without these specific details. In other cases, the detailed descriptions of well-known systems and methods are omitted to avoid unnecessary details from interfering with the description of the present application.

[0022] In the field of electrical control of sewage suction and cleaning combined operation vehicles, traditional solutions are mainly divided into two categories. One is the control architecture based on discrete relays. Each functional subsystem is independently wired, and logical control is achieved through hard-wired connections. As the vehicle functions increase, the wiring harness becomes increasingly complex, and the installation and maintenance difficulty also rises accordingly. The other is the centralized control architecture based on programmable logic controllers, which uniformly accesses the signals of each subsystem to the central controller. Although it simplifies the logical processing to a certain extent, when adding new functions, the central controller still needs to be reprogrammed and the wiring harness needs to be greatly modified, and the flexibility of system expansion is restricted. When facing multi-functional collaborative operations such as cleaning and sewage suction, the information interaction between these two types of architectures mainly relies on hard-wired signals or simple serial communication between subsystems, and the real-time performance is difficult to meet the requirements of complex interlock logics.

[0023] After in-depth analysis of the above two types of architectures, it is found that the root cause of their limitations lies in the coupling method between the control unit and the execution elements and the static characteristics of instruction generation. In discrete control, each function is independently wired, resulting in a linear increase in system complexity with the number of functions. Although centralized control centralizes the logical processing, the sensor signals and execution instructions still need to be transmitted over long distances, and there is no real-time status feedback channel between the central controller and each execution element. More critically, the generation of control instructions in both of these two types of architectures is based on preset logics or programs and cannot be dynamically adjusted according to the current real-time working conditions and resource status of the vehicle. When deviations or resource changes occur during the operation process, the system is difficult to make an adaptive response, resulting in restrictions on the efficiency and stability of collaborative operations.

[0024] Based on the above analysis, this application proposes a control method and system for a combined cleaning and sewage suction vehicle based on a CAN network. This method divides the control system into multiple regional control units according to the vehicle's spatial layout. Each unit is responsible for signal acquisition and execution drive within its designated area. The main control unit interconnects with each regional control unit via a CAN bus, forming a distributed network for information sharing. A task logic template library is pre-built in the main control unit, storing the standard execution flow of different tasks in template form. When an operation command is received, the main control unit calls the corresponding template and fuses it with real-time acquired sensor data. This allows the preset parameters in the template to be instantiated and adjusted according to the current working conditions, generating a set of collaborative control commands with timing or logical triggering conditions. During execution, the regional control units provide real-time feedback on the execution status. The main control unit judges whether the execution progress deviates from expectations based on the feedback data and dynamically adjusts any unexecuted commands. By combining template pre-setting with real-time data fusion and static templates with dynamic adjustments, the system can adaptively generate and adjust control commands according to the actual working conditions of the vehicle, providing a foundation for multi-functional collaborative operations.

[0025] Please refer to the disclosure of this application. Figures 1-3 , Figure 1 This is a schematic diagram of the overall layout of the cleaning and sewage suction combined operation vehicle provided in the embodiments of this application; Figure 2 A flowchart illustrating a control method for a combined cleaning and sewage suction vehicle based on a CAN network, provided in an embodiment of this application; Figure 3This is a schematic diagram of a CAN network-based control system for a combined cleaning and vacuuming vehicle, as provided in this application embodiment. Referring to Figure 1, the combined cleaning and vacuuming vehicle 1 has a cab 101 at the front. Behind the cab 101 is a tank 103 consisting of a clean water tank and a wastewater tank. The clean water tank at the front stores clean water for cleaning operations, while the wastewater tank at the rear stores wastewater sucked up during vacuuming operations. Wheels 102 are installed below the cab 101 and in the rear of the vehicle for support and movement. The main control box 104 is located in the middle of the vehicle, on one side of the tank 103, and integrates a main control unit for global logic scheduling and human-machine interaction. The front compartment control box 105 is installed at the front of the vehicle near the cab 101, serving as the front compartment control unit responsible for sensor signal acquisition and actuator control in the front area. The top compartment control box 106 is installed on top of the tank 103, serving as the top compartment control unit responsible for sensor signal acquisition and actuator control in the top area. Tank 103 is connected to a suction pipe 107 for extending into the work area to suck up sewage and sludge. A top rotating boom 108 is installed on tank 103 for lifting operations or auxiliary operations. A high-pressure water pipe 109 is arranged on the other side of tank 103 for connecting a high-pressure water pump and delivering high-pressure water to the work area for cleaning operations. The main control unit in the main control box 104 establishes a communication link with the front compartment control box 105 and the top compartment control box 106 via a CAN bus. The main control unit receives sensor detection data uploaded by the front compartment control box 105 and the top compartment control box 106, calls pre-stored task logic templates according to operation instructions generated by the human-machine interface terminal, generates collaborative control instructions, and sends them to the corresponding control box via the CAN bus. The front compartment control box 105 or the top compartment control box 106 drives the connected actuators to complete the corresponding actions and feeds back the execution status data to the main control unit in real time, thereby realizing distributed collaborative control of the cleaning and sewage suction combined operation vehicle.

[0026] Please refer to Figure 2. Figure 2 illustrates a control method for a combined cleaning and sewage suction vehicle based on a CAN network, as provided in this embodiment of the application. This method is applied to a distributed control system, which includes a main control unit, multiple regional control units, a human-machine interface terminal, and a CAN bus connecting each unit. The method includes: S1: After the main control unit is powered on, it establishes a communication link with each area control unit through the CAN bus and receives sensor detection data uploaded by each area control unit. S2: The main control unit receives the operation instructions generated by the human-machine interaction terminal through the CAN bus, and calls the target job task template that matches the operation instructions from the pre-stored task logic template library according to the parsing results; S3: The main control unit fuses the target task template with the sensor detection data and generates a set of collaborative control instructions containing timing trigger conditions or logic trigger conditions based on the fusion processing results. S4: The main control unit sends the collaborative control command set to the corresponding regional control unit via the CAN bus; S5: Each area control unit drives the controlled execution element connected to its output interface to perform corresponding actions according to the received collaborative control command, and collects the feedback signal of the controlled execution element in real time during the execution process, generates execution status data and uploads it to the main control unit through the CAN bus; S6: The main control unit determines whether the current execution progress deviates from the expected progress based on the received execution status data. When it is determined that there is a deviation, it adjusts the unexecuted instructions in the collaborative control instruction set and sends the adjusted instructions to the corresponding regional control unit.

[0027] Understandably, the main control unit is the core control module of the vehicle's electrical control system, typically located in the main control box in the center of the vehicle. The main control box integrates the main control unit, human-machine interface display, wireless remote receiver, function button operation panel, fuses, terminal blocks, heavy-duty connectors, and other components. The main control unit's hardware can utilize an industrial-grade microcontroller, equipped with corresponding memory, a CAN communication interface, digital input / output interfaces, and analog input interfaces. The main control unit's function is to manage power distribution for the control systems in the main compartment, top compartment, and front compartment; perform CAN communication interaction control; acquire and process function switch and sensor signals; control and output logic functions of each subsystem; and directly control the controlled components at the rear of the vehicle. The main control unit communicates with the human-machine interface display and wireless remote receiver via a CAN bus. Operators can input commands to the main control unit through three methods: panel operation, human-machine interface display operation, and wireless remote control operation.

[0028] The area control unit is a local control module distributed in different areas of the vehicle, which may exemplify as a front compartment control unit and a top compartment control unit. The front compartment control unit is located in the front area of ​​the vehicle, and its hardware mainly includes a housing, area control units, connectors, wiring harnesses, etc. The input end of the front compartment control unit connects to the front sensor group via waterproof connectors, and the output end connects to the front hydraulic valve group via a hydraulic drive module. The front sensor group may include a front wastewater tank level sensor, a front clean water tank level sensor, a front vacuum pump speed sensor, etc., and the front hydraulic valve group may include a control valve for the front suction hose reel drive motor, a control valve for the front tank door locking cylinder, etc. The top compartment control unit is located in the top area of ​​the vehicle, and its hardware structure is similar to that of the front compartment control unit. Its input end connects to the top sensor group, such as a top wind speed and direction sensor, a top camera, etc., and its output end connects to a top actuator motor, such as the drive motor for the top rotating boom. The front compartment control unit and the top compartment control unit are respectively responsible for sensor information acquisition, data preprocessing, CAN bus communication with the main control unit, and control of controlled components in their respective areas. In addition to the front and top compartment control units, other area control units can be set up according to the distribution of vehicle functional modules. For example, the rear compartment control unit is responsible for sensor data acquisition and execution control in the rear area.

[0029] CAN bus, short for Controller Area Network, is a serial communication protocol widely used in industrial control and automotive electronics. This technical solution uses the CAN bus as the communication medium for the vehicle's distributed control system, connecting the main control unit, various area control units, human-machine interface displays, wireless remote control receivers, and other nodes to the same network. The physical layer of the CAN bus can use twisted-pair shielded cable, laid along the vehicle chassis beam. Each control unit is connected to the bus in parallel via a CAN controller, and the communication rate can be set to 250kbps, 500kbps, or other commonly used rates according to actual needs. Data exchange between control units occurs via CAN messages, the message format conforming to the CAN 2.0B protocol specification, and can use standard frames or extended frame formats.

[0030] The task logic template library is a collection of job task templates pre-stored in the main control unit's memory. The main control unit's memory can use non-volatile storage media such as flash memory chips or ferroelectric memory to ensure that template data is not lost after power failure. Each job task template corresponds to a specific job scenario, which may include, for example, high-pressure cleaning templates, vacuum suction templates, combined cleaning and suction templates, mud-water separation templates, and wastewater circulation templates. The job task templates include a standard execution flow model and adjustable parameter variables. The standard execution flow model defines the phase division and execution sequence of the job task. For example, the high-pressure cleaning template can be divided into a preparation phase including engine power take-off and water pump preheating; a core operation phase including pressurized water spraying and drum unloading; and a closing phase including water pump unloading, drum retraction, and power take-off disconnection. The parameter variables define the specific execution parameters for each phase, such as the maximum allowable operation time for each phase, the target action threshold for each actuator, and the transition time window between adjacent phases.

[0031] Sensor detection data refers to the signal data reflecting the real-time status of each operating unit of the vehicle, collected by the control units in each area through their input interfaces. Taking the front compartment control unit as an example, the sensor detection data it collects may include the liquid level data of the front wastewater tank, the liquid level data of the front clean water tank, and the rotational speed data of the front vacuum pump. Taking the top compartment control unit as an example, the sensor detection data it collects may include wind speed and direction data output by the top wind speed and direction sensors, and image data output by the top camera. Taking the rear sensor group directly connected to the main control unit as an example, the sensor detection data it collects may include the pressure data of the rear high-pressure water pump and the valve position status data of each rear hydraulic valve group. Sensor detection data can be digital quantities converted from analog signals to digital quantities, or pulse signals or digitally encoded signals directly output by digital sensors.

[0032] Controlled actuators are devices connected to the output interfaces of each area control unit to perform specific actions. Taking the front compartment control unit as an example, its connected controlled actuators may include the front suction pipe reel drive motor, the front tank door locking cylinder, and the front vacuum pump overflow valve. Taking the top compartment control unit as an example, its connected controlled actuators may include the drive motor of the top rotating boom and the pan-tilt motor of the top camera. Taking the rear actuators directly connected to the main control unit as an example, its connected controlled actuators may include the rear high-pressure water pump clutch, the rear vacuum pump, and the rear drain valve assembly. The types of controlled actuators include motors, cylinders, solenoid valves, clutches, etc., and the area control unit controls the operation of these components through the drive circuits of its output interface.

[0033] Execution status data refers to the feedback data collected and uploaded to the main control unit by the area control unit during the execution of collaborative control commands. Taking the front silo control unit as an example, its execution status data may include the real-time unloading length of the front suction pipe reel calculated from the feedback signal of the reel encoder, and the actual stroke position of the front tank door locking cylinder calculated from the feedback signal of the cylinder displacement sensor. Taking the top silo control unit as an example, its execution status data may include the actual rotation angle of the top rotating boom calculated from the feedback signal of the boom angle sensor. Execution status data can be regular data uploaded periodically by the area control unit at a preset period, such as 100 milliseconds, or abnormal data such as execution failure status or control deviation value that is urgently uploaded in an event-triggered manner when an anomaly is detected. Dynamic adjustment refers to the modification operation performed by the main control unit on the sub-tasks that have not yet been executed in the collaborative control command set when it determines that there is a deviation between the current execution progress and the expected progress based on the received execution status data. For example, when the feedback value of the suction hose reel's unloading speed received by the main control unit is lower than the expected value, it can be determined that there is a speed deviation. Based on the magnitude of the deviation, the type of deviation is determined, such as slight or severe deviation, and the target speed parameter in subsequent hose-unloading sub-tasks is adjusted accordingly. When the deviation is too large to be corrected by parameter adjustment, the order of unexecuted sub-tasks can be adjusted, for example, skipping the current hose-unloading sub-task and directly entering the hose-receiving sub-task. The dynamically adjusted command is sent to the corresponding area control unit via the CAN bus in the form of an overlay message, replacing the corresponding command in the original command set that has not yet been executed.

[0034] This application's embodiments employ a distributed architecture combining a main control unit and multiple regional control units, utilizing a CAN bus for interconnection between these units. This overcomes the challenges of complex wiring harnesses and difficult layouts inherent in traditional discrete control systems, simplifying the physical structure of the vehicle's electrical system and reducing assembly and maintenance complexity. A task logic template library is pre-stored in the main control unit, allowing the system to directly call appropriate templates for different operational scenarios without requiring redesigning control logic or extensively modifying wiring harnesses for each new function. This facilitates future upgrades and system expansion. Real-time sensor data is fused with task templates, enabling the generated collaborative control commands to reflect the vehicle's current operating conditions and resource status. Compared to traditional hard-wired logic control, this real-time data-driven command generation method improves the coordination between functional modules. Regional control units continuously collect feedback signals and upload execution status data during execution. The main control unit uses this data to assess progress and make timely adjustments, forming a closed-loop control mechanism. This allows the system to handle deviations during operation, improving stability. Furthermore, the real-time operation status is presented to operators via a human-machine interface terminal, enhancing system visibility and controllability.

[0035] In some embodiments disclosed in this application, the sensor detection data received in S1 includes sewage tank level data, clean water tank level data, vacuum pump speed data, high-pressure water pump pressure data, and valve position status data of each hydraulic valve group; the feedback signals collected in S5 include electrical signals output by displacement sensors, pressure sensors, or speed sensors attached to the controlled actuator.

[0036] It is understandable that sewage tank level data refers to the signal data reflecting the amount of sewage stored, collected by the level sensor installed inside the sewage tank. The sewage tank is a container used to store sewage and sludge sucked up during vacuuming operations, and its capacity directly limits the duration of continuous vacuuming operations. Sewage tank level sensors can be of various types, such as float-type level gauges, which use a float to move up and down the liquid level, causing a potentiometer to output a changing resistance value; ultrasonic level gauges, which calculate the liquid level by emitting ultrasonic waves and receiving the reflected waves; and pressure level gauges, which calculate the liquid level by measuring the pressure at the bottom of the tank. Sewage tank level data is usually expressed as a percentage or a specific volume value; for example, a level of 80% indicates that the sewage volume in the tank has reached 80% of its rated capacity. The main control unit can determine the remaining available capacity based on the sewage tank level data, thereby controlling the amount of sewage sucked up during vacuuming operations and preventing the sewage tank from overflowing.

[0037] The clean water tank level data refers to the signal data reflecting the amount of clean water stored, collected by the level sensor installed inside the clean water tank. The clean water tank is a container used to store the clean water required for high-pressure cleaning operations, and its capacity limits the duration of continuous vehicle cleaning operations. The clean water tank level sensor can be a similar type to that used for the wastewater tank, such as a float-type, ultrasonic, or pressure-type level gauge. The clean water tank level data is also expressed as a percentage or a specific volume value. The main control unit can determine the current remaining clean water volume based on the clean water tank level data, thereby controlling the amount of clean water consumed during the cleaning operation and preventing the cleaning from being interrupted due to water depletion. The vacuum pump speed data refers to the signal data reflecting the rotational speed of the vacuum pump, collected by the speed sensor installed on the vacuum pump. The vacuum pump is the core actuator of the sludge suction system, drawing wastewater and sludge into the tank by generating negative pressure. Vacuum pump speed sensors can be of various types. For example, they can be magnetoelectric speed sensors, generating pulse signals by sensing the passage of gear teeth on the pump shaft; Hall effect speed sensors, generating pulse signals by sensing changes in the magnetic field of a magnet on the pump shaft; or encoder-type speed sensors, directly outputting a digital speed value. Vacuum pump speed data is typically expressed in revolutions per minute (RPM). Based on this data, the main control unit can determine whether the vacuum pump is operating within its rated speed range, thereby adjusting the power take-off output of the engine or the control parameters of the vacuum pump drive motor.

[0038] High-pressure water pump pressure data refers to the signal data reflecting the output pressure of the water pump, collected by a pressure sensor installed on the outlet pipe of the high-pressure water pump. The high-pressure water pump is the core actuator of the cleaning system, pressurizing clean water and spraying it through high-pressure water pipes and nozzles to form a high-pressure water flow used for unclogging pipes and cleaning roads. High-pressure water pump pressure sensors typically use strain gauge pressure sensors or ceramic piezoresistive pressure sensors to convert water pressure into an electrical signal output. High-pressure water pump pressure data is usually measured in megapascals (MPa) or bar (bars). The main control unit uses the high-pressure water pump pressure data to determine whether the pump has reached the set pressure, thereby adjusting the engagement state of the water pump clutch or the output speed of the engine power take-off. Hydraulic valve assembly valve position status data refers to the signal data reflecting the actual position of the valve core, collected by position sensors installed on each hydraulic valve assembly. Hydraulic valve assemblies are key components controlling the movement of various hydraulic actuators such as cylinders and hydraulic motors. The valve position status reflects the degree and direction of valve core opening. Valve position status sensors can be of various types; for example, they can be displacement sensors that directly measure valve core displacement, proximity switches that detect whether the valve core is in position, or indirect valve core status determined by the current in the solenoid valve coil. Taking the control valve of the suction hose reel drive motor as an example, the valve position status data can reflect whether the valve is in the neutral, left, or right position, thereby determining whether the suction hose reel is in a stopped, extended, or retracted state. Taking the control valve of the tank door locking cylinder as an example, the valve position status data can reflect whether the valve is in the locked or unlocked position, thereby determining whether the tank door is in a safe locked state.

[0039] A displacement sensor is a sensor installed on a linear motion actuator to measure displacement. Taking a tank door locking cylinder as an example, the displacement sensor can be installed inside or outside the cylinder to detect the extension length of the piston rod in real time, thereby determining whether the tank door is fully locked or fully open. Displacement sensors can take the form of magnetostrictive displacement sensors, wire-type displacement sensors, or potentiometer-type displacement sensors. A pressure sensor is a sensor installed on a hydraulic or pneumatic pipeline to measure fluid pressure. Taking a high-pressure water pump outlet as an example, the pressure sensor detects the pump's output pressure in real time; taking a vacuum pump inlet as an example, the pressure sensor detects the negative pressure value, i.e., the vacuum degree, in real time. The electrical signal output by the pressure sensor can be an analog quantity, such as a 4-20mA current signal or a 0-10V voltage signal, or a digital quantity, such as a digital pressure value output from a CAN bus. A speed sensor is a sensor installed on a rotary motion actuator to measure rotational speed. Taking a vacuum pump as an example, the speed sensor detects the pump shaft rotation speed in real time; taking a high-pressure water hose reel as an example, the speed sensor can indirectly calculate the unwinding length by detecting the reel shaft rotation speed. The electrical signal output by the speed sensor is usually a pulse signal, and the main control unit calculates the speed value by measuring the pulse frequency.

[0040] Taking the real-time unloading length of the suction hose reel as an example, this value is calculated by an encoder or speed sensor installed on the reel shaft. When the reel rotates to release the suction hose, the sensor outputs a pulse signal proportional to the number of rotations. The area control unit counts these pulses and calculates the unloading length based on the reel diameter parameter. The main control unit can then determine whether the suction hose has been lowered to the predetermined depth based on this length value, thereby controlling the start-up timing of the vacuum pump. Similarly, taking the actual stroke position value of the tank door locking cylinder as an example, this value is directly measured by a displacement sensor installed on the cylinder. When the cylinder piston rod extends to lock the tank door, the displacement sensor outputs an electrical signal proportional to the extension length. The area control unit collects this signal and converts it into a stroke position value. The main control unit can then determine whether the tank door is fully locked, thereby deciding whether to allow vehicle movement or perform other operations.

[0041] This application specifies the specific types of sensor detection data, including sewage tank level data, clean water tank level data, vacuum pump speed data, high-pressure water pump pressure data, and valve position status data of each hydraulic valve group. It also specifies that the feedback signals originate from electrical signals output by displacement sensors, pressure sensors, or speed sensors. During the operation of the combined cleaning and vacuuming vehicle, the sewage tank level and clean water tank level reflect the remaining vehicle capacity, the vacuum pump speed and high-pressure water pump pressure reflect the operating status of the core operating equipment, and the hydraulic valve group valve position status reflects the actual position of the actuators. The electrical signals output by the displacement sensors, pressure sensors, and speed sensors provide feedback for closed-loop control. Through comprehensive acquisition and real-time monitoring of these operating parameters, the main control unit can judge and make decisions about the operation task based on specific sensor data, and the area control unit can track and verify the execution process based on specific feedback signals. This makes the system's perception of the vehicle's operating condition more comprehensive, improving the controllability and safety of the operation process.

[0042] In some embodiments disclosed in this application, each task template in the task logic template library is pre-established and stored in the following manner: The main control unit pre-establishes a standard execution process model for each task based on the upper structure parameters of the cleaning and vacuuming combined operation vehicle and the spatial layout of each functional module. The standard execution process model includes segmented control logic for the operation preparation stage, the core operation stage, and the operation closing stage. The main control unit configures multiple adjustable parameter variables for each standard execution process model. The parameter variables include the maximum allowable operation time for each stage, the target action threshold for each execution element, and the transition time window between adjacent stages. The main control unit associates and stores the standard execution process model with the corresponding parameter variables to generate a task template that can be called by the main control unit in real time, and stores it in the task logic template library according to the operation type.

[0043] Understandably, the superstructure structural parameters refer to the physical dimensions, installation positions, connection methods, and other technical parameters of each functional module of the superstructure of a combined cleaning and sewage suction vehicle. The superstructure, relative to the chassis, refers to the specialized working device mounted above the vehicle chassis, including high-pressure cleaning systems, vacuum sewage suction systems, sewage circulation systems, and mud-water separation systems. Superstructure structural parameters can include the external dimensions, installation height, front-to-back position, and lateral offset of each system, as well as the relative positional relationships between systems, such as the relative distance between the high-pressure water pump and the clean water tank, and the relative distance between the vacuum pump and the sewage tank. These parameters reflect the physical characteristics of the vehicle's superstructure and are fundamental data to consider when establishing operational task templates. Spatial layout refers to the actual distribution and zoning of each functional module on the vehicle. Taking a combined cleaning and sewage suction vehicle as an example, the high-pressure water pump is usually located at the rear of the vehicle for easy connection to the high-pressure water hose, the vacuum pump may be located at the front or middle of the vehicle, the sewage tank and clean water tank are located on different sides of the vehicle, and the hydraulic valve groups are distributed near each actuator. Spatial layout information can be obtained from vehicle design drawings or through actual measurements. Based on the spatial layout information, the main control unit can determine the jurisdiction of each area control unit. For example, the sensors and actuators in the front area are the responsibility of the front compartment control unit, the sensors and actuators in the top area are the responsibility of the top compartment control unit, and the sensors and actuators in the rear area are the responsibility of the main control unit or the rear compartment control unit.

[0044] A standard execution process model is a model-based representation that abstracts and describes the execution process of a specific task. Taking high-pressure cleaning as an example, the standard execution process model can be described as follows: start the engine power take-off (PTO), engage the water pump clutch, adjust the water pump to the target pressure, control the drum to release the high-pressure water hose, open the spray valve for cleaning, close the spray valve after cleaning, control the drum to retract the high-pressure water hose, disengage the water pump clutch, and exit the PTO state. Taking vacuum suction as an example, the standard execution process model can be described as follows: start the engine power take-off (PTO), start the vacuum pump, open the suction pipe valve, control the drum to release the suction pipe, perform suction, close the suction pipe valve after suction, stop the vacuum pump, control the drum to retract the suction pipe, and exit the PTO state. Standard execution process models can be described using flowcharts or state machines. Their core lies in clearly defining the steps and their sequential relationships throughout the task. Segmented control logic refers to dividing the execution process of a task into multiple stages and setting independent control strategies and parameters for each stage. For example, high-pressure cleaning operations can be divided into three stages: preparation, core operation, and completion. The preparation stage includes sub-tasks such as engine power take-off, water pump preheating, and pressure build-up. The control objective of this stage is to complete the preparation work as quickly as possible, and a shorter allowable operation time can be set. The core operation stage includes sub-tasks such as water pipe deployment and water spraying. The control objective of this stage is to maintain stable cleaning pressure and flow rate, and a higher target action threshold can be set. The completion stage includes sub-tasks such as water pump unloading, water pipe retraction, and power take-off disconnection. The control objective of this stage is to safely and orderly end the operation, and a longer transition time window can be set to ensure the actions are performed correctly. The introduction of segmented control logic allows the main control unit to adopt differentiated control methods in different stages, refining the control granularity of the operation process.

[0045] Adjustable parameters refer to numerical parameters in the standard execution process model that can be adjusted according to actual conditions. These parameters can be flexibly set based on factors such as operational requirements, environmental conditions, and equipment status. Taking high-pressure cleaning as an example, adjustable parameters might include a maximum permissible operation time of 30 seconds for the preparation phase, a target pressure threshold of 15 MPa for the core operation phase, and a transition time window of 5 seconds for the closing phase. Similarly, for vacuum suction, adjustable parameters might include a maximum permissible operation time of 20 seconds for the preparation phase, a target vacuum threshold of -0.08 MPa for the core operation phase, and a transition time window of 8 seconds for the closing phase. This adjustability allows the same task template to adapt to different operational needs.

[0046] The preparation phase refers to a series of preparatory actions taken after the start of the task but before the core operations. Taking a combined cleaning and vacuuming operation as an example, the preparation phase may include sub-tasks such as engine power take-off operation, hydraulic system preheating, control system self-check, and sensor zero-point calibration. The quality of the preparation phase directly affects the smooth execution of subsequent core operations; the control focus at this stage is ensuring that all systems reach a workable state. The core operation phase refers to the set of core actions that achieve the main functional objectives of the task. Taking high-pressure cleaning as an example, the core operation phase includes sub-tasks such as high-pressure water pump pressurization, hose reel unwinding, and water spray cleaning. Taking vacuum vacuuming as an example, the core operation phase includes sub-tasks such as vacuum pump startup, hose reel unwinding, and negative pressure vacuuming. The execution time of the core operation phase usually accounts for the majority of the entire task; the control focus at this stage is maintaining stable operating parameters and a high execution speed. The closing phase refers to a series of closing actions taken after the core operations are completed and the system returns to a safe state. Taking a combined cleaning and vacuuming operation as an example, the closing phase of the operation may include sub-tasks such as unloading the high-pressure water pump, retracting the water hose reel, disconnecting the engine power take-off, and resetting the system status. The execution quality of the closing phase directly affects the equipment lifespan and the preparation time for the next operation. The key control point in this phase is to ensure that all actuators are safely returned to their positions.

[0047] The maximum permissible operation time refers to the maximum time allowed for each operation stage, usually measured in seconds or minutes. The maximum permissible operation time can be set based on historical operation data or calculated from equipment technical parameters, providing a time baseline for monitoring operation progress. The target action threshold refers to the target value that each actuator needs to achieve during operation, such as pressure, speed, or position. The target action threshold can be adjusted according to operational needs, providing a target baseline for process control. The transition time window refers to the maximum permissible switching time between adjacent operation stages, usually measured in seconds. Taking high-pressure cleaning as an example, when switching from the preparation stage to the core operation stage, the permissible transition time window between engine power take-off completion and water pump pressure establishment can be set to 3 seconds. If the pressure establishment time exceeds 3 seconds, the main control unit can determine that the switching is abnormal. Setting the transition time window helps to detect abnormalities during stage switching, avoiding decreased operational efficiency or equipment damage due to excessively long switching times.

[0048] This application specifies a pre-construction method for task templates in a task logic template library. By establishing a standard execution process model based on the superstructure parameters of the cleaning and vacuuming combined operation vehicle and the spatial layout of each functional module, a correspondence is formed between the task templates and the actual hardware configuration and physical distribution of the vehicle. The execution logic of the templates is more closely aligned with the actual operating scenarios of the vehicle. By dividing the standard execution process model into a preparation stage, a core operation stage, and a completion stage, and configuring the maximum allowable operation time for each stage, the target action thresholds for each actuator, and the transition time windows between adjacent stages, the main control unit can adopt differentiated control strategies at different stages, refining the control granularity of the operation process. By configuring multiple adjustable parameter variables for the standard execution process model and storing the model and parameter variables in association, the same task template can adapt to the operational needs under different working conditions. For example, the preparation time can be adjusted according to the site conditions during the preparation stage, and the action thresholds can be adjusted according to the operational objectives during the core operation stage. By associating and storing the standard execution process model with parameter variables, a job task template that can be called in real time is generated, making the template reusable. When a similar job task needs to be added, the parameter variables can be adjusted on the basis of the existing template to quickly generate a new template without rebuilding the complete control logic, thus improving the system's scalability and adaptability.

[0049] In some embodiments disclosed in this application, step S3 involves fusing the target task template with sensor detection data, including: the main control unit extracting the current remaining capacity parameters of the sewage tank and the clean water tank from the sensor detection data; calculating the maximum allowable sewage suction volume for this operation based on the sewage tank remaining capacity parameters; calculating the maximum allowable clean water consumption for this operation based on the clean water tank remaining capacity parameters; the main control unit performing constraint corrections on the core operation stage parameters in the target task template based on the maximum sewage suction volume and the maximum clean water consumption, generating instantiated action parameters that conform to the current vehicle capacity; and the main control unit writing the instantiated action parameters into the sub-tasks corresponding to the collaborative control instruction set, and marking subsequent sub-tasks that have not triggered capacity constraints as pending execution.

[0050] It is understandable that the current remaining capacity parameter of the wastewater tank refers to the currently available volume in the wastewater tank, which is collected and calculated in real time by the wastewater tank level sensor. The remaining capacity parameter can be calculated by multiplying the liquid level percentage by the total capacity, or by converting the volume value using a pressure sensor. After obtaining this parameter, the main control unit can determine the upper limit of the vacuuming operation, preventing the wastewater tank from overflowing and causing equipment damage or environmental pollution. Similarly, the current remaining capacity parameter of the clean water tank refers to the currently available volume in the clean water tank, which is collected and calculated in real time by the clean water tank level sensor. After obtaining this parameter, the main control unit can determine the sustainable duration of the cleaning operation, preventing the cleaning from being interrupted due to the depletion of clean water.

[0051] The maximum sludge suction capacity refers to the upper limit of the total amount of sludge that can be suctioned during this operation, calculated based on the current remaining capacity of the sludge tank. For example, if the current remaining capacity of the sludge tank is 2 cubic meters, the maximum sludge suction capacity can be set to 1.8 cubic meters, with a safety margin of 0.2 cubic meters to prevent overflow due to liquid level fluctuations or foam generation. The calculation method for the maximum sludge suction capacity can be adjusted according to the type of operation. For sludge operations with high solids content, the maximum sludge suction capacity can be appropriately reduced; for sludge operations with high liquid content, the maximum sludge suction capacity can be appropriately increased. The maximum clean water consumption refers to the upper limit of the total amount of clean water that can be consumed during this operation, calculated based on the current remaining capacity of the clean water tank. Taking high-pressure cleaning operations as an example, if the current remaining capacity of the clean water tank is 1.5 cubic meters, the maximum clean water consumption can be set to 1.3 cubic meters, with a safety margin of 0.2 cubic meters for pipeline cleaning and equipment cooling after the operation. The calculation method for maximum clean water consumption can be adjusted according to the degree of contamination of the object being cleaned. For heavily contaminated objects, the maximum clean water consumption can be increased appropriately to enhance the cleaning effect, while for lightly contaminated objects, the maximum clean water consumption can be decreased appropriately to save water.

[0052] Constraint-based correction refers to the process of adjusting the core operational phase parameters in the target task template based on the maximum sludge suction capacity and maximum clean water consumption. Taking a combined cleaning and sludge suction operation template as an example, the preset core operational phase parameters in the template might include a sludge suction operation duration of 30 minutes and a cleaning operation duration of 20 minutes, corresponding to a sludge suction capacity of 2.5 cubic meters and a clean water consumption of 1.8 cubic meters. When the remaining capacity of the sludge tank is only 1.5 cubic meters, the maximum sludge suction capacity is 1.3 cubic meters, far lower than the template's preset value. The main control unit needs to shorten the sludge suction operation duration from 30 minutes to 15 minutes, while simultaneously reducing the target speed of the vacuum pump to match the shortened operation time. Constraint-based correction allows the operation plan to adapt to the vehicle's current resource status, preventing the operation from failing due to insufficient resources. Instantiated action parameters refer to the specific executable action parameter values ​​generated after constraint-based correction. Taking high-pressure cleaning operations as an example, the target pressure threshold in the template is an abstract parameter, which becomes a specific value such as 15 MPa after instantiation; the pipe laying speed in the template is an abstract parameter, which becomes a specific value such as 0.5 meters per second after instantiation. After the instantiated action parameters are written into the collaborative control instruction set, the area control unit can directly drive the controlled actuators to act based on these values ​​without secondary calculation or conversion. The generation process of instantiated action parameters reflects the conversion from general templates to specific instructions and is a key link in the fusion processing of templates and real-time data. Subsequent subtasks that have not triggered capacity constraints refer to those subtasks that have not yet been executed and whose execution will not be affected by the current capacity limit. Taking combined cleaning and sludge suction operations as an example, after the main control unit corrects the parameters of the core operation stage based on the remaining capacity of the sewage tank and the clean water tank, some subsequent subtasks, such as pipeline cleaning and equipment reset after the operation is completed, may not involve capacity consumption. These subtasks do not need parameter adjustment and can be executed directly according to the template preset values. Marking these subtasks as pending execution status makes it easier for the main control unit to process them according to the normal process in subsequent steps.

[0053] This application embodiment extracts the current remaining capacity parameters of the sewage tank and the clean water tank from sensor detection data, enabling the main control unit to monitor the vehicle's current operational resource status in real time. Based on the sewage tank's remaining capacity parameter, the maximum allowable sewage suction volume for this operation is calculated; based on the clean water tank's remaining capacity parameter, the maximum allowable clean water consumption for this operation is calculated, transforming the vehicle's capacity limitations into specific operational constraints. The core operational stage parameters in the target operation task template are then constrained and modified according to the maximum sewage suction volume and maximum clean water consumption, generating instantiated action parameters that conform to the current vehicle capacity. This allows the originally generic operation template to adapt to the vehicle's current resource status during execution, preventing operation interruptions or equipment damage due to insufficient capacity. The instantiated action parameters are written into the subtasks corresponding to the collaborative control instruction set, and subsequent subtasks that have not triggered capacity constraints are marked as pending execution. This allows the system to predict and handle potential capacity limitations before operation execution, improving the continuity and safety of the operation process. Through this fusion processing method, the execution of operation tasks no longer mechanically applies a standard template but is dynamically adjusted according to the vehicle's real-time status, improving the matching degree between control commands and actual working conditions.

[0054] In some embodiments disclosed in this application, step S6, in which the main control unit determines whether the current execution progress deviates from the expectation, includes: the main control unit comparing the received execution status data with the expected progress parameters of the corresponding node in the target job task template item by item, calculating the deviation of the current execution progress from the expected progress based on the comparison results, and determining the deviation type based on the numerical range to which the deviation amount belongs; the main control unit adjusting the action parameters or execution order of the unexecuted subtasks in the collaborative control instruction set based on the deviation amount and the deviation type.

[0055] Understandably, item-by-item comparison refers to the main control unit performing a one-to-one comparative analysis of the received execution status data with the expected progress parameters of the corresponding nodes in the target task template. Taking the suction hose reel unloading action as an example, the target task template presets the expected progress parameters for the unloading node, including the expected unloading speed (e.g., 0.5 meters per second), the expected unloading length (e.g., 5 meters), and the expected unloading completion time (e.g., 10 seconds). The execution status data uploaded by the area control unit during execution includes the actual unloading speed, the actual unloading length, and the actual time taken. The main control unit compares these actual values ​​with the expected values ​​one by one to determine the matching status of each parameter. Item-by-item comparison can be performed on a time dimension, such as every 100 milliseconds, or on an event dimension, such as after each subtask is completed.

[0056] Deviation refers to the difference between the actual execution progress and the expected progress, calculated by the main control unit based on item-by-item comparison results. Deviation can take various forms. For example, it can be a time deviation, the difference between the actual completion time and the expected completion time. For instance, if a pipe-laying action expected to take 10 seconds actually takes 12 seconds, the time deviation is +2 seconds. Deviation can also be a position deviation, the difference between the actual reached position and the expected position. For instance, if a pipe is expected to be laid 5 meters but only 4.8 meters are laid, the position deviation is -0.2 meters. Deviation can also be a pressure deviation, the difference between the actual pressure value and the target pressure value. For instance, if the expected pressure is 15 MPa but only 14 MPa are laid, the pressure deviation is -1 MPa. Deviation can be calculated as an absolute value or a relative percentage, such as the actual speed being 10% slower than the expected speed. A numerical range refers to several consecutive numerical intervals defined for the deviation. For example, the deviation can be divided into three numerical ranges: a minor deviation range, for example, a deviation within ±5%; a moderate deviation range, for example, a deviation between ±5% and 15%; and a severe deviation range, for example, a deviation exceeding ±15%. The division of numerical ranges can be adjusted according to the type of operation and accuracy requirements. For operations with high accuracy requirements, such as tank door locking, a narrower minor deviation range can be set, while for operations with low accuracy requirements, such as drum unloading, a wider minor deviation range can be set.

[0057] Deviation type refers to the classification and labeling of execution deviations based on the numerical range to which the deviation amount belongs. Taking time deviation as an example, when the time deviation value falls within the minor deviation range, the deviation type can be marked as tolerable fluctuation; when the time deviation value falls within the moderate deviation range, the deviation type can be marked as an anomaly requiring attention; when the time deviation value falls within the severe deviation range, the deviation type can be marked as a fault requiring intervention. Taking pressure deviation as an example, when the pressure deviation value falls within the minor deviation range, the deviation type can be marked as normal fluctuation; when the pressure deviation value falls within the moderate deviation range, the deviation type can be marked as equipment performance degradation; when the pressure deviation value falls within the severe deviation range, the deviation type can be marked as equipment failure. Determining the deviation type provides a basis for subsequent adjustment measures.

[0058] Action parameter adjustment refers to the main control unit modifying the target parameter values ​​of the controlled actuators involved in the unexecuted subtasks based on the deviation amount and type. For example, if the suction hose reel unloading speed is too slow, the main control unit detects a deviation of -10%, which falls within the medium deviation range, and the deviation type is slow speed. Execution sequence adjustment refers to the main control unit rearranging the order of multiple unexecuted subtasks in the collaborative control instruction set based on the deviation amount and type. For instance, in a combined cleaning and suction operation, the original execution sequence was to complete the high-pressure cleaning subtask sequence first, followed by the vacuum suction subtask sequence. When a serious deviation occurs during high-pressure cleaning and cannot be repaired quickly, the main control unit can adjust the execution sequence to skip the remaining high-pressure cleaning subtasks and directly enter the vacuum suction subtask sequence, returning to the cleaning task only after suction is completed. Execution sequence adjustment can also change multiple subtasks originally scheduled for sequential execution to a parallel execution mode, such as changing the reel unloading and pump start-up, which were originally executed sequentially, to be executed simultaneously, thus shortening the overall operation time.

[0059] This embodiment compares the received execution status data item by item with the expected progress parameters of the corresponding nodes in the target task template, enabling the main control unit to perform fine-grained monitoring of the completion status of each sub-task, rather than just judging the overall completion rate. Based on the comparison results, the deviation of the current execution progress from the expected progress is calculated and quantified into a specific value, allowing for an accurate representation of the degree of execution deviation. The deviation type is determined based on the numerical range to which the deviation belongs, enabling different types of deviations to be categorized and identified; for example, smaller deviations are classified as tolerable fluctuations, while larger deviations are classified as anomalies requiring intervention. Based on the deviation amount and type, the action parameters or execution sequence of unexecuted sub-tasks in the collaborative control instruction set are adjusted, making the adjustment measures targeted: small deviations are handled with fine-tuning, and large deviations with structural adjustments. Through this item-by-item comparison, deviation quantification, and classification approach, the main control unit achieves finer-grained monitoring of the execution process, more precise responses to deviations, and improved stability and controllability of the operation process.

[0060] In some embodiments disclosed in this application, the main control unit adjusts the unexecuted subtasks according to the deviation amount and deviation type, including: the main control unit queries a preset adaptive adjustment strategy library according to the numerical range to which the deviation amount belongs, and obtains the adjustment strategy corresponding to the deviation type and deviation amount. The adjustment strategy includes proportional-integral-derivative adjustment strategy, threshold reset strategy and redundant path switching strategy; the main control unit modifies the target parameter values ​​of the controlled execution elements involved in the unexecuted subtasks according to the adjustment strategy, or switches some execution elements in the unexecuted subtasks to the backup execution element channel, or adjusts multiple subtasks originally scheduled to be executed serially to a parallel execution mode.

[0061] Understandably, the adaptive adjustment strategy library is a collection of adjustment strategies pre-stored in the main control unit's memory. This strategy library can be configured and updated according to actual application scenarios. For example, it can be pre-written by engineers based on equipment characteristics and operational experience before the vehicle leaves the factory, or it can be adjusted by operators according to on-site needs through a human-machine interface terminal. The adaptive adjustment strategy library can be organized using deviation type and deviation range as indexes, with each index corresponding to one or more adjustment strategies. Taking pipe release speed deviation as an example, when the deviation type is slow speed and the deviation is between 5% and 15%, the strategy library can be configured with a proportional-integral-derivative (PID) adjustment strategy; when the deviation type is severely slow speed and the deviation exceeds 15%, the strategy library can be configured with a redundant path switching strategy.

[0062] The Proportional-Integral-Derivative (PID) control strategy is a proportional-integral-derivative (PID) control algorithm based on control theory. This strategy calculates the proportional term based on the magnitude of the deviation, the integral term based on the cumulative deviation, and the derivative term based on the rate of change of the deviation. The sum of these three terms is the output adjustment. Taking the speed adjustment of a suction hose reel as an example, when the actual speed is 0.05 meters per second slower than the target speed, the proportional term calculates the required increase in rotational speed based on the current deviation, the integral term eliminates steady-state error based on historical deviation accumulation, and the derivative term predicts future deviations based on the trend of deviation changes. The combination of these three terms generates the final speed adjustment. The PID control strategy is suitable for scenarios requiring fine-tuning of continuously changing quantities, allowing the execution process to gradually approach and stabilize near the target value. The threshold reset strategy refers to an adjustment method that resets the target threshold in subsequent subtasks based on the execution deviation. Taking high-pressure water pump pressure control as an example, when the actual pressure is consistently lower than the target pressure and inspection reveals that the increased pressure drop is due to pipeline aging, the main control unit can employ a threshold reset strategy to adjust the target pressure threshold in subsequent subtasks from the original 15 MPa to 16 MPa to compensate for the pipeline pressure drop and ensure that the actual pressure at the nozzle meets operational requirements. The threshold reset strategy can also be applied to adjusting time thresholds. For example, if a preparation action takes a long time due to low ambient temperature, the maximum allowable preparation time in subsequent operations can be adjusted from 30 seconds to 35 seconds. Redundancy path switching strategy refers to the adjustment method of switching the task to a backup actuator or backup channel when the primary actuator or execution channel malfunctions or experiences performance degradation. Taking hydraulic valve group control as an example, when the valve position status feedback of a hydraulic valve indicates valve core sticking, the main control unit can employ a redundancy path switching strategy to switch the function handled by that valve to a parallel backup hydraulic valve. Taking sensor signals as an example, when the feedback signal from a position sensor is abnormal, the system can switch to an adjacent redundant sensor or use other sensor signals for indirect calculation. The implementation of redundant path switching strategies requires corresponding redundancy design in vehicle hardware configuration, such as dual hydraulic valve groups and dual sensor configurations.

[0063] Modifying target parameter values ​​refers to the process by which the main control unit adjusts the target values ​​of controlled actuators involved in unexecuted subtasks. Modifications can be temporary, effective only for the current operation, or permanent, updating preset parameters in the template library. A backup actuator channel refers to an actuator channel configured in parallel or redundantly with the primary actuator, capable of taking over its function when the primary actuator fails. For example, in a vacuum system, a primary vacuum pump and a backup vacuum pump can be configured; if the primary vacuum pump's speed is abnormal, the system can switch to the backup vacuum pump to continue operation. Similarly, in a hydraulic system, a primary hydraulic pump and a backup hydraulic pump can be configured; if the primary hydraulic pump's pressure is insufficient, the system can switch to the backup hydraulic pump for oil supply. Activating a backup actuator channel requires corresponding pipeline or circuit switching; the main control unit must include the switching logic and the control parameters after the switch in the switching command.

[0064] Parallel execution mode refers to adjusting the operation mode of multiple sub-tasks that were originally scheduled to be executed sequentially to be executed simultaneously. Taking a combined cleaning and vacuuming operation as an example, the original execution sequence might be to first complete the high-pressure water pipe laying, then start the vacuum pump, and then begin the vacuuming pipe laying. When a time deviation occurs in a certain step and it is necessary to catch up, the main control unit can adjust these sub-tasks to be executed in parallel, that is, start the vacuum pump for preheating while laying the high-pressure water pipe, and simultaneously prepare for laying the vacuuming pipe. Parallel execution mode can shorten the overall operation time, but it increases the demand on system resources, and the main control unit can only adopt this adjustment method when resources are sufficient. Serial execution refers to multiple sub-tasks being executed sequentially in a certain order, with the next sub-task only starting after the previous one is completed. Taking tank door locking control as an example, the serial execution sequence might be to first unlock the tank door, then open the tank door, then close the tank door, and then lock the tank door, with each step completed sequentially. The advantage of serial execution is that it consumes fewer resources and has simpler control logic, but the disadvantage is that the overall time is longer. When adjusting the execution order, the main control unit can change some tasks that are executed serially to be executed in parallel to shorten the execution time, or it can change some tasks that are executed in parallel to be executed serially to avoid resource conflicts.

[0065] This application embodiment queries a pre-defined adaptive adjustment strategy library based on the numerical range of the deviation, enabling different magnitudes of deviations to be matched with different levels of adjustment measures. For example, small deviations are adjusted using fine-tuning, while larger deviations are adjusted using structural adjustments. The adaptive adjustment strategy library contains a variety of preset adjustment strategies, including proportional-integral-derivative (PID) adjustment strategies, threshold reset strategies, and redundant path switching strategies, providing the main control unit with multiple means to cope with different types of execution deviations. The PID adjustment strategy is suitable for precise adjustment of continuous quantities such as execution speed and position. It generates adjustment amounts by calculating the proportional, integral, and derivative terms of the deviation, gradually bringing the execution process closer to the target value. The threshold reset strategy is suitable for situations where the original threshold is mismatched due to environmental changes or equipment aging. It resets the action threshold so that subsequent subtasks can continue to execute under the new conditions. The redundant path switching strategy is suitable for situations where the execution element fails or the channel is blocked. It avoids operation interruption by switching the task to a backup execution element channel. The main control unit modifies the target parameter values ​​of the controlled execution elements involved in the unexecuted subtasks according to the adjustment strategy, or switches some execution elements to the backup execution element channel, or adjusts multiple subtasks originally scheduled to be executed serially to a parallel execution mode, so that the adjusted instruction set can adapt to changes in the current execution state. Through this multi-mode adjustment mechanism based on the strategy library, the system's ability to cope with execution deviations is enhanced, and the continuity and reliability of the operation process are improved.

[0066] In some embodiments disclosed in this application, the target operation task is a combined cleaning and vacuuming operation task. Step S3, generating a collaborative control instruction set, includes: the main control unit calling the corresponding joint operation template according to the combined cleaning and vacuuming operation task. The joint operation template includes a high-pressure cleaning sub-task sequence and a vacuuming sub-task sequence, and the two sub-task sequences are set with mutually waiting synchronization nodes; the main control unit extracts the remaining suction pipe length parameter of the current suction pipe reel, the remaining water pipe length parameter of the current high-pressure water pipe reel, and the air pressure parameter of the current work site from the sensor detection data; the main control unit then calculates the remaining suction pipe length parameter and the remaining water pipe length parameter based on the remaining suction pipe length parameter and the remaining water pipe length parameter. The pipe length parameter calculates the maximum allowable collaborative operation distance, and the target vacuum degree of the vacuum pump is corrected according to the air pressure parameter. The main control unit generates a first collaborative control command sequence and a second collaborative control command sequence. The first collaborative control command sequence is used to drive the first area control unit to start the high-pressure water pump and control the high-pressure water hose reel to release the pipe at a first speed. The second collaborative control command sequence is used to drive the second area control unit to start the vacuum pump and control the suction hose reel to release the pipe at a second speed. The first speed and the second speed are correlated and matched through the maximum collaborative operation distance so that the high-pressure water hose reel and the suction hose reel maintain a synchronous pipe release state during the operation.

[0067] It is understandable that a combined cleaning and vacuuming operation refers to a complex task involving both high-pressure cleaning and vacuuming functions. Taking municipal pipeline dredging as an example, operators may first perform high-pressure cleaning on the pipeline to break up blockages and flush them downstream, followed immediately by vacuuming to suck sewage and sludge into the tank. A combined operation is not simply the superposition of cleaning and vacuuming; it requires coordinating the two processes in time and space to ensure they work in an orderly and synchronized manner. The combined operation template is a pre-established standard execution process model for combined cleaning and vacuuming operations. This template is stored in the task logic template library of the main control unit and structurally contains two parallel sub-task sequences: a high-pressure cleaning sub-task sequence and a vacuuming sub-task sequence. The high-pressure cleaning sub-task sequence defines a series of cleaning-related sub-tasks, such as high-pressure pump startup, pressure regulation, hose reel unloading, water spray cleaning, hose reel reloading, and pump shutdown. The vacuum suction sub-task sequence defines a series of sub-tasks related to suction, such as vacuum pump startup, vacuum adjustment, suction hose unwinding, negative pressure suction, suction hose rewinding, and vacuum pump shutdown. The two sub-task sequences are independent yet interconnected, together forming a complete joint operation process.

[0068] A synchronization node is a control point set between two sub-task sequences to coordinate their execution progress. Taking a combined cleaning and vacuuming operation as an example, the high-pressure cleaning sub-task sequence may have a synchronization node waiting for the vacuum hose to be deployed, while the vacuuming sub-task sequence may have a synchronization node waiting for the cleaning water pressure to build up. When one sequence reaches a synchronization node first, execution will pause and wait for the other sequence to reach its corresponding synchronization node before both sequences continue execution. Setting synchronization nodes can avoid operational incoordination caused by inconsistent progress between the two sequences, such as cleaning having progressed far ahead while the vacuum hose has not yet arrived, or vacuuming having started while cleaning has not yet generated enough wastewater for suction. The remaining vacuum hose length parameter refers to the length of the vacuum hose that has not yet been deployed on the current reel, which is detected in real time by a sensor installed on the vacuum hose reel. The area control unit calculates the deployed length using an encoder or speed sensor on the reel shaft and subtracts it from the total length to obtain the remaining length. The remaining vacuum hose length parameter reflects the maximum distance that the vacuuming operation can continue to advance and is an important basis for calculating the distance for collaborative operations.

[0069] The remaining hose length parameter refers to the length of high-pressure hose that has not yet been released from the reel, which is detected in real time by a sensor installed on the high-pressure hose drum. The air pressure parameter at the work site refers to the current ambient atmospheric pressure value collected in real time by an air pressure sensor installed on the vehicle roof or at the inlet of the suction system. Air pressure parameters are usually expressed in kilopascals or hectopascals, but can also be indirectly expressed using altitude. Air pressure parameters directly affect vacuum suction operations because the maximum vacuum level that the vacuum pump can generate is limited by the ambient air pressure. In high-altitude areas with lower air pressure, the actual suction power of the vacuum pump will decrease. After obtaining the air pressure parameters, the main control unit can correct the target vacuum level of the vacuum pump to adapt it to different altitude working environments.

[0070] The maximum collaborative operation distance refers to the maximum distance that cleaning and vacuuming can proceed synchronously, calculated based on the remaining length of the suction hose and the remaining length of the water hose. Target vacuum correction can be performed according to a preset pressure-vacuum degree correspondence table, or it can be calculated using a formula based on real-time pressure values. The first collaborative control command sequence refers to the set of commands used to control the high-pressure cleaning operation. The commands in this sequence are arranged in execution order, each corresponding to a sub-task in the high-pressure cleaning sub-task sequence. Taking the high-pressure water hose reel unloading as an example, the first collaborative control command sequence will include a command to drive the first area control unit to control the high-pressure water hose reel to unload at a first speed. The first area control unit typically refers to the area control unit responsible for the high-pressure cleaning-related actuators, such as a rear compartment control unit or a dedicated water pump control unit. The second collaborative control command sequence refers to the set of commands used to control the vacuum vacuuming operation. The commands in this sequence are arranged in execution order, each corresponding to a sub-task in the vacuum vacuuming sub-task sequence. Taking the suction hose reel unloading as an example, the second collaborative control command sequence will include a command to drive the second area control unit to control the suction hose reel to unload at a second speed. The second zone control unit typically refers to the zone control unit responsible for the vacuum suction-related actuators, such as the front compartment control unit or a dedicated vacuum pump control unit.

[0071] The first speed refers to the target decanting speed set during the high-pressure water hose reel's decanting process, usually measured in meters per second or meters per minute. The second speed refers to the target decanting speed set during the suction hose reel's decanting process. The first and second speeds can be the same value, or they can be set to different values ​​depending on factors such as the reel diameter and motor characteristics. Correlation matching refers to the process by which the main control unit coordinates the setting of the first and second speeds based on the maximum cooperative working distance. The purpose of matching is to ensure that the high-pressure water hose reel and the suction hose reel remain synchronized during decanting, meaning that when one reaches the maximum cooperative working distance, the other simultaneously completes its remaining hose length or reaches the same position. Correlation matching can also use speed ratio control, for example, setting a speed ratio based on the proportion of the remaining hose length. Synchronous decanting state refers to the state where the high-pressure water hose reel and the suction hose reel maintain the same decanting length or a fixed length difference during decanting. In synchronous decanting state, the front end of the cleaning operation and the front end of the suction operation can reach the working position simultaneously, or maintain a fixed front-to-back distance, facilitating the timely removal of wastewater generated during cleaning. The realization of synchronous pipe laying depends on the accurate matching of the first and second speeds, as well as real-time monitoring and adjustment during the execution process.

[0072] This application embodiment utilizes a corresponding joint operation template, which pre-sets high-pressure cleaning sub-task sequences and vacuum suction sub-task sequences. Synchronization nodes are set between the two sub-task sequences to ensure coordinated cleaning and suction operations in time, preventing mismatches in work scope due to one side's execution progress being too fast or too slow. By extracting parameters such as the remaining length of the suction hose reel, the remaining length of the high-pressure water hose reel, and the current air pressure parameters from sensor data, the main control unit can monitor the available resources and environmental conditions of the actuators in real time. The maximum allowable collaborative operation distance is calculated based on the remaining suction hose length and the remaining water hose length, ensuring that the upper limit of the hose length is constrained by the shorter of the two, guaranteeing that cleaning and suction reach the predetermined work position synchronously. The target vacuum level of the vacuum pump is corrected based on the air pressure parameters, enabling the suction system to operate at an appropriate vacuum level under different altitudes or air pressure environments, preventing a decrease in suction efficiency due to environmental changes. The system generates a first and a second coordinated control command sequence to control the unloading speed of the high-pressure water hose reel and the suction hose reel, respectively. The two speeds are then correlated and matched using the maximum coordinated operating distance, ensuring that the two reels maintain synchronized unloading during operation. This synchronized control of unloading speed allows the cleaning and suction operations to be spatially coordinated, preventing limitations on the operating range or hose entanglement due to inconsistent hose lengths, thus improving the efficiency and reliability of the joint operation.

[0073] In some embodiments disclosed in this application, fault diagnosis and fault tolerance processing steps are also included: Step S7: The main control unit and each area control unit perform periodic status detection on their respective connected sensor lines, actuator drive circuits, and CAN communication interfaces. When an electrical signal abnormality, actuator response timeout, or communication frame loss is detected, a fault code containing the fault type and fault location is generated; Step S8: The main control unit collects the fault codes generated by each area control unit through the CAN bus, queries the preset safety policy table according to the fault codes, and determines the fault response measures corresponding to the fault level; Step S9: The main control unit generates a fault handling instruction according to the fault response measures and sends the fault handling instruction to the relevant area control unit for execution, while sending the fault code and fault description information to the human-machine interaction terminal.

[0074] As can be understood, periodic status monitoring refers to the process by which the main control unit and each area control unit routinely check their connected hardware devices and communication interfaces at set time intervals. The monitoring cycle can be set according to the importance of the equipment and the failure rate. For example, sensor circuits can be set to check every 100 milliseconds, actuator drive circuits every 500 milliseconds, and CAN communication interfaces every second. The purpose of periodic status monitoring is to detect anomalies in the early stages of a fault, preventing the fault from escalating and causing greater impact on the equipment or operations. Sensor circuits refer to the electrical circuits connecting sensors to area control units or the main control unit, including sensor power supply lines, signal lines, and shielding lines. Taking a sewage tank level sensor as an example, its circuit includes a positive power supply line, a negative power supply line, and a signal output line. Periodic status monitoring can check the continuity of the circuits, for example, by measuring the circuit resistance to determine if there is an open circuit or short circuit. When an abnormal electrical signal is detected, such as a signal voltage that remains at its maximum or minimum value for a long time and does not change with the liquid level, it can be determined that the sensor circuit is faulty.

[0075] The actuator drive circuit refers to the electrical circuit connecting the area control unit or main control unit to the controlled actuator through the drive circuit, including control signal lines, power output lines, and feedback signal lines. Taking the tank door locking cylinder as an example, its drive circuit includes the solenoid valve control line and the cylinder position sensor signal line. Periodic status detection can check the response of the drive circuit, for example, detecting whether the feedback signal changes within a specified time after outputting the control signal. If an actuator response timeout is detected, such as not receiving a position sensor signal within 3 seconds after outputting the locking signal, it can be determined that there is a fault in the actuator or drive circuit.

[0076] The CAN communication interface refers to the hardware interface and communication controller on each control unit used to connect to the CAN bus. Periodic status checks can inspect the operational status of the CAN communication interface, such as checking whether message transmission and reception on the bus are normal, whether there are too many error frames, or whether any nodes are offline. When communication frame loss is detected, such as when no messages are received from a certain area control unit for several consecutive cycles, it can be determined that the CAN communication interface of that area control unit is faulty or the communication line is interrupted.

[0077] Fault codes are coded information generated when an anomaly is detected, identifying the type and location of the fault. Fault codes can be in numerical form, such as four digits. The first two digits indicate the fault type (e.g., 01 for sensor fault, 02 for actuator fault, 03 for communication fault), and the last two digits indicate the fault location (e.g., 01 for the front compartment, 02 for the top compartment, 03 for the rear compartment). Fault codes can also use a mixed alphanumeric encoding, such as S01 for a wastewater tank level sensor fault and V02 for a vacuum pump speed sensor fault. Generating fault codes facilitates subsequent fault information aggregation and processing. Fault type refers to the classification of faults based on their symptoms, such as abnormal electrical signals, actuator response timeouts, and communication frame losses. Abnormal electrical signals can be further subdivided into open circuits, short circuits, and signal drift. Actuator response timeouts can be subdivided into start timeouts, arrival timeouts, and stop timeouts. Communication frame losses can be subdivided into periodic message losses and event-triggered message losses. This subdivision of fault types provides a basis for subsequent targeted fault response measures. The fault location refers to the specific area or equipment where the fault occurs, such as the sewage tank level sensor in the front compartment, the rotary boom drive motor in the top compartment, or the high-pressure water pump clutch in the rear compartment. The fault location can be determined based on the jurisdiction of the area control unit or the equipment number of the sensor or actuator. Accurate fault location facilitates maintenance personnel in quickly locating the fault and carrying out repairs.

[0078] The safety policy table is a mapping table pre-stored in the main control unit's memory, used to determine fault response measures based on fault codes. The safety policy table can be pre-configured based on equipment characteristics and operational experience; for example, it can be set to alarm prompts for sensor faults, degraded operation for actuator faults, and emergency shutdown for communication faults. The safety policy table can also be customized according to user needs; for example, certain non-critical sensor faults can be ignored. The query results from the safety policy table provide the basis for generating fault handling instructions.

[0079] Fault severity is a classification of faults based on their degree of severity, typically categorized as minor, moderate, and severe. Minor faults are defined as those that do not affect continued operation and only require recording and notification, such as signal drift from a non-critical sensor. Moderate faults are defined as those affecting some operational functions and requiring degraded operation, such as a response delay in a hydraulic valve group. Severe faults are defined as those affecting operational safety or potentially causing equipment damage and requiring immediate shutdown, such as a malfunctioning tank door locking cylinder or a CAN communication bus interruption. Fault response measures refer to the actions taken for different fault severity levels, such as alarm notifications, degraded operation, and emergency shutdown. Alarm notification measures may involve displaying fault information and issuing audible and visual alarms on the human-machine interface terminal to alert operators without interrupting current operations. Degraded operation measures may involve restricting the use of certain functions, such as switching to open-loop control mode when the vacuum pump speed sensor malfunctions, allowing continued suction but limiting the maximum speed. Emergency shutdown measures may involve immediately cutting off power output and bringing the system to a safe state, such as forcibly reducing engine speed and disconnecting the power take-off when the tank door lock malfunctions.

[0080] Fault handling instructions are generated by the main control unit based on fault response measures and are used to guide area control units or related equipment to perform specific fault handling actions. Fault handling instructions may include control logic for isolating the faulty area, such as instructing a certain area control unit to stop supplying power to the faulty sensor and exclude it from the control loop. Fault handling instructions may also include switching logic to activate a backup actuator with the same function, such as instructing to switch to a backup hydraulic valve group to continue operation. Fault handling instructions may also include timing control parameters for performing a phased safe shutdown, such as a step-by-step execution instruction to first reduce engine speed, then disconnect the power take-off, and finally cut off the high-voltage power supply. Control logic for isolating the faulty area refers to the operational method of temporarily excluding the faulty area or equipment from the control system. Taking a sensor fault as an example, the control logic may mark the sensor's data as invalid, so that subsequent control instructions will no longer refer to the sensor's data, and simultaneously prompt the human-machine interface terminal with a sensor fault message. Taking an actuator fault as an example, the control logic may close the actuator's control channel, so that no further control instructions are sent to it, and simultaneously adjust the work plan to bypass the actuator.

[0081] The switching logic for enabling a standby actuator with the same function refers to the operational method of switching to a standby actuator to continue operation when the primary actuator fails. Taking a hydraulic system as an example, when the pressure of the primary hydraulic pump is abnormal, the switching logic may instruct the corresponding area control unit to shut down the drive circuit of the primary hydraulic pump, while simultaneously turning on the drive circuit of the standby hydraulic pump, and then directing subsequent control commands to the standby hydraulic pump. Implementing the switching logic requires redundant standby actuators configured in the hardware, and the primary control unit to pre-store the control parameters required for the switching.

[0082] The timing control parameters for phased safe shutdown refer to the control parameters that execute the shutdown operation step by step according to a predetermined time sequence. Taking emergency shutdown as an example, the timing control parameters can be set as follows: at second 0, the PTO solenoid valve is cut off; at second 0.5, the engine speed is reduced to idle speed; at second 1, the main high-voltage power switch is disconnected; and at second 1.5, a shutdown completion message is sent to the human-machine interface terminal. The purpose of phased shutdown is to avoid the current surge or mechanical shock caused by simultaneously cutting off multiple systems, making the shutdown process smoother and safer. Fault description information is the presentation of fault codes in a readable text or graphic format. Fault description information can include fault name, fault location, fault occurrence time, and suggested handling measures. Taking a sewage tank level sensor fault as an example, the fault description information can display: "The sewage tank level sensor signal in the front compartment area is abnormal. Please check the sensor wiring or replace the sensor." The fault description information can be displayed as text on a color graphic display screen or as a flashing code on the vehicle's fault lights. Graphical marking of fault location refers to visually marking the specific location of the fault on the display screen of the human-machine interface terminal. Using a vehicle layout diagram as a background, when a fault occurs in a certain area, a red fault marker will be displayed at that location. Clicking the marker will display a detailed fault description. This graphical annotation allows operators to quickly locate the fault without having to consult complex fault code tables.

[0083] This application embodiment uses a main control unit and each regional control unit to periodically monitor the sensor circuits, actuator drive circuits, and CAN communication interfaces. This allows the system to detect problems in their early stages, preventing the fault from escalating and causing greater impact on equipment or operations. When abnormal electrical signals, actuator response timeouts, or communication frame losses are detected, a fault code containing the fault type and location is generated, providing clear identification and location of the fault information for easy subsequent processing and tracing. The main control unit collects the fault codes generated by each regional control unit via the CAN bus, summarizing the fault information for the entire vehicle to form a unified fault view. Based on the fault code, a preset safety policy table is consulted to determine the corresponding fault response measures for the fault level. This allows for differentiated handling methods for faults of varying severity; minor faults may only require an alarm, while severe faults necessitate an emergency shutdown. The main control unit generates fault handling instructions based on the fault response measures and sends these instructions to the relevant regional control units for execution, ensuring rapid implementation of fault handling measures. Simultaneously, the fault code and fault description information are sent to the human-machine interface terminal, allowing operators to be promptly informed of the fault situation and facilitate further intervention. Through this complete process from fault detection, fault code generation, fault response measure determination to fault handling instruction execution, the system's ability to respond to abnormal situations is enhanced, and the safety and reliability of equipment operation are improved.

[0084] In some embodiments disclosed in this application, in step S8, the main control unit queries a preset safety strategy table based on the fault code to determine the fault response measures corresponding to the fault level. This includes: when the main control unit detects an interruption in CAN communication with the area control unit that performs the tank door locking control or receives an abnormal feedback signal from the tank door locking cylinder position sensor, the main control unit queries the safety strategy table to obtain the corresponding fault code response measure as an emergency locking mode; when the main control unit judges the vehicle's current driving speed parameters and the power take-off engagement status parameters, and determines that the vehicle is in a driving state and the power take-off is not disconnected, the main control unit outputs a control signal to the engine electronic control unit through a hard-wired interface, triggering the engine to slow down to idle speed and disconnect the power take-off solenoid valve, and simultaneously outputs a lock-up holding signal to the solenoid reversing valve of the tank door locking cylinder through a backup hard-wired circuit, so that the tank door maintains the current locked state.

[0085] It is understandable that tank door locking control refers to the control function of locking and unlocking the rear door of the tank of the combined cleaning and sewage suction vehicle. The tank door is used to seal the sewage tank, opening it during operation to allow for sewage suction or discharge, and locking it during travel and parking to prevent leakage. Tank door locking control is achieved through a tank door locking cylinder. The cylinder extends and retracts to drive the locking mechanism, and a position sensor installed on the cylinder provides feedback on the locking status. A CAN communication interruption with the area control unit executing the tank door locking control means that the main control unit cannot establish normal communication with the area control unit via the CAN bus. The cause of the communication interruption may be a fault in the area control unit, a CAN bus line fault, or a node detachment. In this case, the main control unit cannot obtain the tank door status or send control commands. An abnormal feedback signal from the tank door locking cylinder position sensor means that the signal output by the position sensor is outside the normal range or does not match the expected state. For example, the cylinder should output a signal corresponding to 0 mm when in the locked position and a signal corresponding to 100 mm when in the unlocked position. If the signal is fixed in the middle value and does not change with the movement or exceeds the range, it can be judged as abnormal. The cause may be a damaged sensor, a wiring fault, or a loose connection.

[0086] The safety strategy table pre-sets an emergency lockout mode as the response measure for tank door locking control related faults. This mode is triggered when communication is interrupted or sensors malfunction, putting the vehicle into a safety lock state to prevent the tank door from opening accidentally. The vehicle's current speed parameter is a real-time speed value obtained from the vehicle speed sensor or engine electronic control unit, used to determine whether the vehicle is in motion or stationary. The power take-off (PTO) engagement status parameter reflects whether the engine PTO is engaged, used to determine whether the vehicle is in operation. The hard-wired interface is a physical wire transmission method parallel to the CAN bus, independent of communication protocols, highly reliable, and suitable for emergency control. The engine electronic control unit (ECU) is responsible for controlling engine speed, PTO solenoid valves, and other functions. Reducing speed to idle speed means lowering the engine speed to the minimum stable speed. Disconnecting the PTO solenoid valve means disengaging the PTO, cutting off power transmission between the engine and the superstructure. The backup hard-wired circuit is a hard-wired channel directly connected from the main control unit to the tank door locking cylinder solenoid valve, bypassing the area control unit and the CAN bus, used for redundant control in emergency situations. The electromagnetic directional valve controls the direction of movement of the hydraulic cylinder, and the lock-up signal is the control signal that keeps the tank door locked. It can be a continuous energizing signal or a short pulse.

[0087] This application embodiment detects CAN communication interruptions in the area control unit that executes the tank door locking control or receives abnormal feedback signals from the tank door locking cylinder position sensor, enabling the system to identify communication or sensor faults related to tank door control. The system queries the safety policy table to obtain the corresponding fault code and sets the response to an emergency lockout mode, allowing the system to trigger a dedicated protection mechanism when a tank door-related fault is detected. The system determines the vehicle's current speed and PTO engagement status parameters. If the vehicle is in motion and the PTO is not disconnected, a control signal is output to the engine electronic control unit via a hardwired interface, triggering the engine to slow down to idle and disconnecting the PTO solenoid valve, thus removing the vehicle from operation. Simultaneously, a lock-up holding signal is output to the solenoid valve of the tank door locking cylinder via a backup hardwired circuit, maintaining the tank door in its current locked state. Through this multi-layered redundant control, protection is achieved via a hardwired circuit in the event of CAN communication failure, allowing the vehicle to automatically enter a safe locking state when a tank door locking-related fault occurs, thus improving the reliability of the tank door locking control.

[0088] In some embodiments disclosed in this application, after each area control unit drives the controlled execution element to perform the corresponding action in step S5, an execution accuracy verification step is also included: the area control unit collects the real-time feedback signal of the controlled execution element, compares the real-time feedback signal with the target parameter carried in the cooperative control command, and calculates the control deviation value; when the area control unit determines that the control deviation value exceeds the preset allowable error range, it uploads the execution failure state as part of the execution status data to the main control unit.

[0089] As can be understood, execution accuracy verification refers to the process by which the area control unit checks the consistency between the execution result and the command target after driving the controlled actuator to complete its action. Taking the action of the tank door locking cylinder as an example, the area control unit drives the cylinder to extend to the locking position according to the coordinated control command. After the cylinder completes its action, it is necessary to check whether the actual position reached matches the position required by the command. The purpose of execution accuracy verification is to discover possible deviations during the execution process, providing a basis for subsequent deviation compensation and dynamic adjustment.

[0090] Real-time feedback signals refer to the status signals of the controlled actuators collected by the regional control unit during execution. Taking a displacement sensor as an example, the real-time feedback signal can be the voltage signal output by the sensor; for a pressure sensor, it can be the current signal output by the sensor; and for a speed sensor, it can be the pulse signal output by the sensor. The acquisition period of the real-time feedback signal can be set to a millisecond-level sampling period. Target parameters refer to the numerical targets that the controlled actuators are expected to achieve, carried in the coordinated control command. Taking a tank door locking cylinder as an example, the target parameter can be a target position parameter, such as expecting the cylinder to extend 100 mm; for a high-pressure water pump, it can be a target pressure parameter, such as expecting the outlet pressure to reach 15 MPa; and for a vacuum pump, it can be a target speed parameter, such as expecting the speed to reach 2000 revolutions per minute. Control deviation values ​​refer to the difference between the actual state value reflected by the real-time feedback signal and the target parameter. Taking a tank door locking cylinder as an example, the deviation between the actual extension of 98 mm and the target of 100 mm is -2 mm. The allowable error range refers to the maximum range within which the control deviation value is allowed to exist, as preset. For example, the allowable error range for a tank door locking cylinder can be set to ±1 mm. Deviations within the allowable error range can be considered normal fluctuations, while deviations exceeding the range require intervention.

[0091] The "Execution Failure Status" refers to the system's state when the control deviation exceeds the preset allowable error range. For example, if the deviation of the tank door locking cylinder is -2 mm, exceeding the allowable error range, the system determines that the current execution has not met the accuracy requirements and enters the "Execution Failure Status." The current deviation value refers to the actual calculated control deviation value when the "Execution Failure Status" is determined, such as -2 mm. The real-time status parameters of the controlled actuator refer to other relevant parameters collected when the "Execution Failure Status" is determined. For example, for the tank door locking cylinder, this could include cylinder temperature, hydraulic system pressure, etc., which helps in analyzing the cause of the deviation. The event triggering method refers to the way the area control unit actively uploads data when it detects a specific event. Taking the "Execution Failure Status" as an example, when the area control unit determines that the execution has failed, it immediately generates execution status data and urgently uploads it via the CAN bus, instead of waiting for the next upload cycle. The urgently uploaded data can include the "Execution Failure Status" identifier, the current deviation value, real-time status parameters, etc., and can use the high-priority identifier of the CAN bus to ensure priority transmission.

[0092] This embodiment of the application collects real-time feedback signals from the controlled actuators through a regional control unit, enabling the system to acquire actual state information after the execution action is completed, such as the actual position of the cylinder, the actual speed of the pump, and the actual pressure of the pipeline. The real-time feedback signals are compared with the target parameters carried in the coordinated control commands to calculate the control deviation value, allowing the difference between the execution result and the expected target to be quantified and evaluated. When the control deviation value exceeds a preset allowable error range, the non-compliance state is uploaded to the main control unit as part of the execution state data, enabling the main control unit to be aware of accuracy problems during execution and to consider them in subsequent command adjustments. Through this execution accuracy verification mechanism, the system can monitor the completion quality of each sub-task, providing deviation data for subsequent dynamic adjustments, thus improving the accuracy and controllability of the execution process.

[0093] Please refer to Figure 3, which shows a control system for a combined cleaning and sewage suction vehicle based on a CAN network. The system includes: a CAN bus; a main control unit connected to the CAN bus, whose memory pre-stores a task logic template library; multiple area control units distributed in different areas of the vehicle and connected to the CAN bus, each area control unit connecting to the sensor group and controlled actuators in its area; and a human-machine interface terminal connected to the CAN bus. The main control unit, multiple area control units, and the human-machine interface terminal work together to execute the aforementioned control method through the CAN bus.

[0094] In this embodiment, the CAN bus is used as the vehicle's communication medium, enabling interconnection between control units via a bus, reducing the large number of point-to-point hardwired connections in traditional control architectures and simplifying the vehicle's wiring harness layout. The main control unit's memory pre-stores a task logic template library, allowing the system to store task templates locally and perform template retrieval and execution without relying on external devices. Multiple regional control units are distributed across different areas of the vehicle, connecting to the sensor groups and controlled actuators in their respective areas, enabling data acquisition and execution control to be completed locally, reducing long-distance transmission of sensor and execution control signals. The distributed layout of the regional control units means that adding new functions only requires adding control units to the corresponding areas and connecting them to the CAN bus, without requiring large-scale modifications to the vehicle's wiring harness, thus improving system scalability. The human-machine interface terminal is connected to the CAN bus, enabling the transmission of operation commands and status information between units via the bus. Operators can obtain work status or input operation commands through different terminals. The main control unit, multiple regional control units, and the human-machine interface terminal collaboratively execute the aforementioned control method via a CAN bus, enabling the implementation of steps such as initialization and link establishment, template invocation, fusion processing, command issuance, action execution, status feedback, and dynamic adjustment at the hardware level. Through this hardware architecture and the aforementioned methodological process, the various components of the distributed control system can work collaboratively, enabling the electrical control functions of the combined cleaning and sewage suction vehicle to be realized.

[0095] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A control method for a combined cleaning and sewage suction vehicle based on a CAN network, characterized in that, The method, applied to a distributed control system including a main control unit, multiple regional control units, a human-machine interface terminal, and a CAN bus connecting the units, includes: S1: After the main control unit is powered on, it establishes a communication link with each of the regional control units through the CAN bus and receives sensor detection data uploaded by each of the regional control units; S2: The main control unit receives the operation instructions generated by the human-machine interaction terminal through the CAN bus, and calls the target job task template that matches the operation instructions from the pre-stored task logic template library according to the parsing result; S3: The main control unit fuses the target task template with the sensor detection data and generates a set of collaborative control instructions containing timing trigger conditions or logical trigger conditions based on the fusion processing result; S4: The main control unit sends the collaborative control instruction set to the corresponding area control unit via the CAN bus; S5: Each of the regional control units drives the controlled execution elements connected to its output interface to perform corresponding actions according to the received collaborative control instructions, and collects the feedback signals of the controlled execution elements in real time during the execution process, generates execution status data and uploads it to the main control unit through the CAN bus; S6: The main control unit determines whether the current execution progress deviates from the expected progress based on the received execution status data. When it is determined that there is a deviation, it adjusts the unexecuted instructions in the collaborative control instruction set and sends the adjusted instructions to the corresponding area control unit.

2. The method according to claim 1, characterized in that, The sensor detection data received in S1 includes sewage tank level data, clean water tank level data, vacuum pump speed data, high-pressure water pump pressure data, and valve position status data of each hydraulic valve group; the feedback signals collected in S5 include electrical signals output by the displacement sensor, pressure sensor, or speed sensor attached to the controlled actuator.

3. The method according to claim 1, characterized in that, Each job task template in the task logic template library is pre-built and stored in the following manner: The main control unit pre-establishes a standard execution process model for each operation task based on the upper structure parameters of the cleaning and vacuuming combined operation vehicle and the spatial layout of each functional module. The standard execution process model includes segmented control logic for the operation preparation stage, the core operation stage, and the operation closing stage. The main control unit configures multiple adjustable parameter variables for each standard execution process model. The parameter variables include the maximum allowable operation time for each stage, the target action threshold for each execution element, and the transition time window between adjacent stages. The main control unit associates and stores the standard execution process model with the corresponding parameter variables, generates job task templates that can be called by the main control unit in real time, and stores them in the task logic template library according to job type.

4. The method according to claim 3, characterized in that, The S3 step involves fusing the target task template with the sensor detection data, including: The main control unit extracts the current remaining capacity parameters of the sewage tank and the current remaining capacity parameters of the clean water tank from the sensor detection data, calculates the maximum allowable amount of sewage suction for this operation based on the remaining capacity parameters of the sewage tank, and calculates the maximum allowable amount of clean water consumption for this operation based on the remaining capacity parameters of the clean water tank. The main control unit makes constrained corrections to the core operation stage parameters in the target operation task template based on the maximum sewage suction capacity and the maximum clean water consumption, and generates instantiated action parameters that conform to the current vehicle capacity. The main control unit writes the instantiated action parameters into the subtask corresponding to the collaborative control instruction set, and marks subsequent subtasks that have not triggered capacity constraints as pending execution.

5. The method according to claim 1, characterized in that, The main control unit in step S6 determines whether the current execution progress deviates from the expected progress, including: The main control unit compares the received execution status data with the expected progress parameters of the corresponding nodes in the target task template item by item, calculates the deviation of the current execution progress from the expected progress based on the comparison results, and determines the deviation type based on the numerical range to which the deviation belongs. The main control unit adjusts the action parameters or execution order of the unexecuted subtasks in the collaborative control instruction set according to the deviation amount and the deviation type.

6. The method according to claim 5, characterized in that, The main control unit adjusts the unexecuted subtasks according to the deviation amount and the deviation type, including: The main control unit queries a preset adaptive adjustment strategy library based on the numerical range to which the deviation belongs, and obtains the adjustment strategy corresponding to the deviation type and deviation amount. The adjustment strategy includes proportional-integral-derivative adjustment strategy, threshold reset strategy and redundant path switching strategy. The main control unit modifies the target parameter values ​​of the controlled execution elements involved in the unexecuted subtasks according to the adjustment strategy, or switches some execution elements in the unexecuted subtasks to the backup execution element channel, or adjusts multiple subtasks that were originally scheduled to be executed serially to a parallel execution mode.

7. The method according to claim 6, characterized in that, The target operation is a combined cleaning and vacuuming operation. The collaborative control instruction set generated in S3 includes: The main control unit calls the corresponding joint operation template according to the cleaning and vacuuming joint operation task. The joint operation template includes a high-pressure cleaning sub-task sequence and a vacuuming sub-task sequence, and there are synchronization nodes that wait for each other between the two sub-task sequences. The main control unit extracts the remaining suction hose length parameter of the current suction hose reel, the remaining water hose length parameter of the current high-pressure water hose reel, and the air pressure parameter of the current work site from the sensor detection data. The main control unit calculates the maximum allowable collaborative operation distance based on the remaining suction pipe length parameter and the remaining water pipe length parameter, and corrects the target vacuum degree of the vacuum pump based on the air pressure parameter; The main control unit generates a first collaborative control command sequence and a second collaborative control command sequence. The first collaborative control command sequence is used to drive the first area control unit to start the high-pressure water pump and control the high-pressure water hose reel to release the hose at a first speed. The second collaborative control command sequence is used to drive the second area control unit to start the vacuum pump and control the suction hose reel to release the hose at a second speed. The first speed and the second speed are correlated and matched through the maximum collaborative operation distance so that the high-pressure water hose reel and the suction hose reel maintain a synchronous hose release state during operation.

8. The method according to claim 1, characterized in that, It also includes fault diagnosis and fault tolerance procedures: S7: The main control unit and each of the regional control units perform periodic status detection on their respective connected sensor lines, actuator drive circuits and CAN communication interfaces. When an electrical signal abnormality, actuator response timeout or communication frame loss is detected, a fault code containing the fault type and fault location is generated. S8: The main control unit collects the fault codes generated by each of the regional control units through the CAN bus, and queries the preset safety policy table according to the fault codes to determine the fault response measures corresponding to the fault level; S9: The main control unit generates a fault handling instruction based on the fault response measures, and sends the fault handling instruction to the relevant area control unit for execution, while sending the fault code and fault description information to the human-machine interaction terminal.

9. The method according to claim 8, characterized in that, In step S8, the main control unit queries a preset safety policy table based on the fault code to determine the fault response measures corresponding to the fault level, including: When the main control unit detects an interruption in CAN communication with the area control unit that performs tank door locking control or receives an abnormal feedback signal from the tank door locking cylinder position sensor, the main control unit queries the safety policy table to obtain the corresponding fault code and the response measure is emergency locking mode. The main control unit determines the vehicle's current driving speed parameters and the power take-off (PTO) engagement status parameters. When it determines that the vehicle is in motion and the PTO is not disconnected, the main control unit outputs a control signal to the engine electronic control unit through a hard-wired interface, triggering the engine to slow down to idle speed and disconnecting the PTO solenoid valve. At the same time, it outputs a lock-up signal to the solenoid valve of the tank door locking cylinder through a backup hard-wired circuit, so that the tank door maintains its current locked state.

10. A control system for a combined cleaning and sewage suction vehicle based on a CAN network, characterized in that, include: CAN bus; The main control unit is connected to the CAN bus, and its memory pre-stores a task logic template library. Multiple regional control units are distributed in different areas of the vehicle and are connected to the CAN bus. Each regional control unit is connected to the sensor group and controlled actuators in its respective area. The human-machine interface terminal is connected to the CAN bus; The main control unit, the plurality of regional control units, and the human-machine interaction terminal cooperate to execute the method as described in any one of claims 1 to 9 via the CAN bus.

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