Light pipe transportation protection system and method based on three-dimensional vibration isolation technology

Abstract

The application discloses a light pipe transportation protection system and method based on three-dimensional vibration isolation technology, belongs to the technical field of light pipe transportation protection, and aims to solve the problems of fixed posture control parameters of traditional light pipe transportation, incapability of adapting to road vibration changes, and easy light pipe structure damage and optical precision drift. The method comprises the following steps: collecting or calling vibration data to divide a transportation sub-path for obtaining a light pipe transportation planning path; initializing posture control parameters, monitoring vibration in real time, judging historical deviation, correcting a speed constraint interval, synchronously updating a vibration data set, and dynamically adjusting posture control parameters. The application realizes dynamic adaptation of light pipe transportation posture control parameters to road vibration, and guarantees light pipe structure safety and optical precision stability throughout the whole process.

Description

Technical Field

[0001] This invention relates to the field of optical tube transportation protection technology, and more specifically to an optical tube transportation protection system and method based on three-dimensional vibration isolation technology. Background Technology

[0002] Optical tubes are frequently transported across regions by vehicle due to the need for fixed deployment of optical equipment under test, multi-site joint optical testing, and emergency optical equipment calibration. Their planned transport routes often encompass various road conditions, including highways, rural dirt roads, and construction zones. The vibration characteristics of different road sections vary significantly, and are further affected by factors such as road maintenance and environmental changes, potentially leading to systematic and continuous changes in the vibration characteristics of the transport route. As precision optical devices, optical tubes are extremely sensitive to vibration interference. Vibration and shock during transport can easily cause structural damage and lead to problems such as drift in the accuracy of primary and secondary mirror surfaces and optical axis alignment deviations, severely impacting the optical accuracy and performance of the optical tube. Therefore, extremely high requirements are placed on the stability and protection of the optical tube during transport. Currently, in the field of attitude stability protection for optical tubes in vehicle transportation, traditional protection methods mostly use fixed values ​​for attitude control parameters, generally preset based on human experience or general vibration isolation standards. This approach cannot specifically adapt to the differentiated vibration characteristics of different road sections along the transportation route, nor can it cope with systematic changes in road vibration characteristics. When the actual road vibration characteristics deviate from the preset attitude stability protection adaptation benchmark, the original attitude stability protection strategy will no longer match the actual road vibration requirements, significantly reducing the attitude stability protection effect. The optical tube becomes highly susceptible to vibration interference exceeding its tolerance range, making it difficult to guarantee the structural safety and optical precision stability of the optical tube during transportation. This approach can no longer meet the practical application requirements of precision cross-regional transportation of optical tubes. Therefore, to overcome these limitations, this invention proposes an optical tube transportation protection system and method based on three-dimensional vibration isolation technology. Summary of the Invention

[0003] To address the shortcomings of existing technologies, the present invention aims to provide a protective system and method for transporting optical tubes based on three-dimensional vibration isolation technology. This system solves the problem of how to cope with the systematic changes in road vibration characteristics during the vehicle-mounted transport of optical tubes, and avoids damage to the structural safety and optical accuracy stability of optical tubes due to the mismatch between attitude stability protection and actual road vibration.

[0004] To achieve the above objectives, the present invention provides the following technical solution:

[0005] The optical tube transportation protection method based on three-dimensional vibration isolation technology includes:

[0006] Obtain the planned route for the current optical tube transportation, and extract the vibration characteristic parameters of each segment of the planned route based on the historical vibration dataset of the planned route. Divide the planned route into various transportation sub-routes and generate a comprehensive vibration feature vector for each transportation sub-routes.

[0007] Based on the comprehensive vibration characteristic vector of each transport sub-path and the adjustment constraint parameters of the attitude control parameters, the attitude control parameters corresponding to each transport sub-path of the optical tube transport attitude control device are initialized.

[0008] The optical tube is adjusted to the preset transportation posture. Based on the posture control parameters of each transportation sub-path, the optical tube vehicle transportation operation is started. During transportation, the actual vibration data of the current transportation sub-path is collected in real time, the real-time vibration characteristic parameters are extracted, and the dimensional deviation value and dimensional deviation rate of each real-time vibration characteristic parameter are calculated. The comprehensive vibration deviation value of the current transportation sub-path is quantified, and it is determined whether there is a historical deviation in the current transportation sub-path, so as to generate and correct the speed constraint range of the current transportation sub-path.

[0009] If the current transport sub-path has historical deviations, it is marked as an abnormal transport sub-path. Based on the real-time vibration data and comprehensive vibration deviation value of each abnormal transport sub-path in the planned path, the historical vibration dataset of the planned path is updated, and the attitude control parameters corresponding to the current abnormal transport sub-path are dynamically updated simultaneously.

[0010] Specifically, the steps for dividing the planned route into its various transportation sub-routes include:

[0011] Extract the planned route of the current optical tube transportation, obtain the road segment distribution, road type labeling and route topology relationship of the planned route, and generate the route identifier of the planned route;

[0012] The historical vibration database of optical tube transportation is searched based on the path identifier to determine whether the current planned path of optical tube transportation is the first execution path. If so, the data collection vehicle is started to collect the vibration dataset of the planned path and store it in the historical vibration database according to the path identifier, location information and collection timestamp. If not, the corresponding historical vibration dataset is retrieved from the historical vibration database.

[0013] Based on the historical vibration dataset, historical vibration data for each segment of the planned route is extracted, and vibration characteristic parameters for each segment are extracted through time-domain statistical analysis. After standardizing and normalizing all vibration characteristic parameters, structured encapsulation is performed to construct the vibration characteristic vector for each segment.

[0014] For all road segments within the planned path, the dot product of the vibration feature vectors of any two road segments is calculated one by one. The product of the magnitudes of the two vibration feature vectors is then normalized to obtain the road segment similarity between road segments.

[0015] Continuous road segments with a similarity greater than a preset similarity threshold in the planned route are integrated to form transportation sub-routes. At the same time, the comprehensive vibration feature vector of each transportation sub-routes is calculated and recorded by fusing vibration feature vectors.

[0016] Specifically, the steps for initializing the attitude control parameters corresponding to each transport sub-path of the optical tube transport attitude control device include:

[0017] Retrieve attitude control configuration parameters, optical tube rated parameters and comprehensive vibration feature vectors of each transport sub-path, map the optical tube rated parameters to the [0,1] interval, and use the transport sub-path identifier as the unique index key to associate the attitude control configuration parameters, normalized optical tube rated parameters and comprehensive vibration feature vectors to construct a basic data association set;

[0018] From the attitude control configuration parameters, the adjustment constraint parameters of the attitude control parameters are screened and extracted. The adjustment constraint parameters refer to the inherent hardware specification parameters of each core component of the optical tube transport attitude control device, which are used to limit the value boundary and minimum adjustment step of each attitude control parameter.

[0019] Using the transportation sub-path identifier as an index, vibration characteristic parameters are extracted from the comprehensive vibration characteristic vector of each transportation sub-path from the basic data association set;

[0020] The vibration characteristic parameters, optical tube rated parameters, and parameter value constraint tables of each transport sub-path are called up. The initial values ​​of the attitude control parameters are calculated by linear fitting algorithm and frequency response analysis algorithm respectively. The attitude control parameters include the operating parameters of the flexible attitude compensation component and the operating parameters of the electromagnetic attitude stabilization component.

[0021] Calculate the deviation between each initial value and the upper and lower limits of the attitude control parameters, and correct the initial values ​​of the attitude control parameters based on the minimum adjustment step size to generate the corrected attitude control parameter values.

[0022] The corrected attitude control parameter values ​​are associated with the corresponding transport sub-paths to construct a structured attitude control parameter set for the transport sub-paths.

[0023] Specifically, the steps to determine whether the current transportation sub-path has historical deviations include:

[0024] The attitude control parameters of each transportation sub-path are retrieved and sent to the corresponding execution components, so that the optical tube can start vehicle transportation under the preset transportation attitude and collect actual vibration data.

[0025] By combining the location information of the actual vibration data, the current transport sub-path of the optical tube is continuously determined, and the historical vibration data corresponding to the current transport sub-path is retrieved from the historical vibration database. Based on the location information, the actual vibration data is aligned with the historical vibration data.

[0026] Configure a monitoring window, and within the monitoring window, count the cumulative deviation between real-time vibration data and corresponding historical vibration data. If the deviation exceeds the preset cumulative deviation threshold, trigger vibration deviation analysis to quantify the comprehensive vibration deviation value of the current transportation sub-path.

[0027] Configure a deviation judgment threshold. If the comprehensive vibration deviation value is greater than the deviation judgment threshold, it is determined that there is a potential deviation anomaly in the current transportation sub-path. The duration of the state determined to be a potential deviation anomaly is statistically analyzed. If the duration of the potential deviation anomaly is greater than the deviation duration threshold, it is determined that there is a historical deviation in the current transportation sub-path.

[0028] Specifically, the steps for quantifying the overall vibration deviation value of the current transportation sub-path include:

[0029] Based on the actual vibration data that has been collected, and combined with location information, the real-time vibration data is divided into time-series segments, and real-time vibration characteristic parameters are extracted.

[0030] The historical vibration feature parameter set corresponding to the transportation sub-path is retrieved from the historical vibration database. The real-time vibration feature parameters extracted in segments are matched with the historical vibration feature parameters to construct a comparison dataset.

[0031] The real-time vibration characteristic parameters in the dataset are compared with the historical vibration characteristic parameters by standardization and normalization.

[0032] Based on the feature parameters in the comparison dataset, the dimensional deviation value and dimensional deviation rate of the real-time vibration feature parameters and the historical vibration feature parameters are calculated for each dimension to construct a dimensional deviation dataset; the dimensional deviation value is the absolute difference between the real-time feature parameters and the historical feature parameters; the dimensional deviation rate is the ratio of the dimensional deviation value to the corresponding historical feature parameter.

[0033] Based on the dimensionality deviation dataset, and combining the influence weights of each vibration characteristic parameter on the protection of optical tube transportation, a weighted summation algorithm is used to calculate the comprehensive vibration deviation value of the current transportation sub-path.

[0034] Specifically, the steps for generating and correcting the speed constraint interval of the current transport sub-path include:

[0035] Obtain the comprehensive vibration feature vector of historical vibration data of the current transportation sub-path; for each type of vibration feature parameter in the comprehensive vibration feature vector, preset multiple quantization intervals; and match each type of vibration feature parameter to the corresponding quantization interval to determine the path vibration level to which each type of vibration feature parameter belongs.

[0036] Based on consensus-based judgment rules, the target path vibration level of the current transportation sub-path is obtained; the initial driving speed constraint range is configured through a speed mapping table.

[0037] Associate the configured initial driving speed constraint range with the current transportation sub-path identifier to obtain the historical deviation judgment results of the current transportation sub-path;

[0038] If a historical deviation is determined, the initial driving speed constraint range is corrected based on the real-time path vibration level. That is, the real-time vibration feature parameter set is obtained based on the real-time vibration feature vector of the current transportation sub-path real-time vibration data; the real-time path vibration level of the current sub-path is rematched to determine the target speed constraint range of the current transportation sub-path.

[0039] If it is determined that there is no historical deviation, the real-time vibration data of the current transportation sub-path is continuously collected to determine whether there is any potential deviation anomaly; if so, the preset minimum speed adjustment step size is retrieved, and the upper and lower limits of the current driving speed constraint range are synchronously gradient-adjusted as the target speed constraint range of the current transportation sub-path.

[0040] Specifically, the steps for updating the historical vibration dataset of the planned path include:

[0041] If the current transport sub-path has historical deviations, then the transport sub-path is marked as an abnormal transport sub-path. After the optical tube transport operation of the planned path is completed, the real-time vibration data, comprehensive vibration deviation value, dimension deviation rate of real-time vibration characteristic parameters, and historical vibration data of all abnormal transport sub-paths in the planned path are retrieved.

[0042] Real-time vibration data is spatiotemporally aligned with historical vibration data. The comprehensive vibration deviation value of the current abnormal transportation sub-path is standardized and transformed to obtain the standardized comprehensive vibration deviation value. It is then divided into multi-level continuous numerical intervals, and the corresponding real-time vibration data benchmark weight coefficient is assigned to each numerical interval.

[0043] After standardizing and normalizing the dimensional deviation rates of each real-time vibration characteristic parameter dimension of the abnormal transportation sub-path, the dimensional deviation rate of a single real-time vibration characteristic parameter dimension is divided by the sum of the dimensional deviation rates of all real-time vibration characteristic parameters to obtain the deviation contribution of that real-time vibration characteristic parameter dimension to the overall comprehensive vibration deviation.

[0044] By combining the baseline weight coefficients of real-time vibration data with the contribution of deviations in each dimension, the fusion weights of real-time vibration data in each core feature parameter dimension are calculated to form a dimensional fusion weight table of real-time vibration data for each abnormal transportation sub-path.

[0045] Based on the dimension fusion weight table, a weighted fusion calculation is performed on the real-time vibration data and historical vibration data after spatiotemporal alignment in each abnormal transportation sub-path to obtain the fused vibration data of each abnormal transportation sub-path, and then the historical vibration dataset of the planned path is further updated.

[0046] Specifically, the steps for dynamically updating the attitude control parameters corresponding to the current abnormal transport sub-path include:

[0047] When it is determined that there is a historical deviation in the current transport sub-path, the real-time vibration characteristic parameters, optical tube rated parameters and parameter value constraint table of the current abnormal transport sub-path are called, and the initial values ​​of each attitude control parameter are calculated one by one according to the component type, which are used as the target values ​​of the attitude control parameters of the abnormal transport sub-path.

[0048] The target values ​​of each attitude control parameter are compared and verified with the upper and lower limits of the parameter value constraint table, and the target values ​​of the attitude control parameters are corrected accordingly.

[0049] Based on the initial values ​​of the attitude control parameters of the current abnormal transportation sub-path, calculate the parameter deviation between the initial value and the target value of each attitude control parameter, and determine the adjustment direction and adjustment range of each attitude control parameter.

[0050] Based on the preset minimum adjustment step size in the parameter value constraint table, it is determined whether the adjustment range corresponding to the parameter deviation meets the minimum adjustment step size requirement. This is used to generate a phased adjustment step size, so as to dynamically update the attitude control parameters by adopting a phased smooth adjustment method for components.

[0051] Specifically, the optical tube transport attitude control device refers to a vibration control device used to counteract the multi-dimensional vibration interference generated in the X-axis horizontal direction, Y-axis horizontal direction and Z-axis vertical direction during the transportation of optical tubes by vehicles. It consists of a three-dimensional vibration isolation core module, an installation and adaptation mechanism, a multi-dimensional sensing and detection unit and a parameter control core unit.

[0052] The three-dimensional vibration isolation core module includes a vertical flexible attitude compensation component, an X-axis horizontal flexible attitude compensation component, a Y-axis horizontal flexible attitude compensation component, and a multi-directional electromagnetic attitude stabilization component, used to buffer and attenuate vibrations in all directions within three-dimensional space; the installation adapter mechanism is used to establish the connection between the optical tube transportation attitude control device and the vehicle-mounted transportation platform and the optical tube-mounted two-dimensional turntable; the multi-dimensional sensing and detection unit includes vibration sensing components, force sensing components, and displacement sensing components, used to collect operating data during transportation; the parameter control core unit is used to receive the operating data transmitted by the multi-dimensional sensing and detection unit and to preset, calibrate, and adjust the attitude control parameters of the optical tube transportation attitude control device.

[0053] The optical tube transportation protection system based on three-dimensional vibration isolation technology includes a data management module, an attitude control execution module, and a core control module.

[0054] The data management module is used to collect or retrieve historical vibration datasets of the planned path, extract vibration characteristic parameters of each segment of the planned path, divide the planned path into various transportation sub-paths, and generate comprehensive vibration characteristic vectors for each transportation sub-path. The attitude control execution module is used to initialize the attitude control parameters corresponding to each transportation sub-path of the optical tube transportation attitude control device. The core control module is used to receive real-time collected actual vibration data of the current transportation sub-path during the optical tube vehicle transportation process, extract real-time vibration characteristic parameters, quantify the comprehensive vibration deviation value of the current transportation sub-path, determine whether there is a historical deviation in the current transportation sub-path, so as to generate and correct the speed constraint interval of the current transportation sub-path and update the historical vibration dataset and attitude control parameters of the planned path.

[0055] The beneficial effects of this invention are:

[0056] This application divides the planned transport path of the optical tube into transport sub-paths with similar vibration characteristics and initializes the attitude control parameters accordingly. This ensures that the attitude control parameters are precisely matched with the vibration characteristics of each road segment, effectively solving the problem that traditional fixed parameters cannot match the vibration differences of different road conditions, and improving the targeted nature of attitude stability protection. During transportation, the application collects actual vibration data in real time, quantifies the comprehensive vibration deviation value, and determines the historical deviation of road condition vibration. Based on this, the application dynamically corrects the speed constraint range to avoid secondary vibrations caused by changes in road condition vibration and speed changes, thus enhancing the adaptability of protection. For abnormal transport sub-paths, the application updates the historical vibration dataset and dynamically adjusts the corresponding attitude control parameters, allowing the protection strategy to continuously adapt to systematic changes in road condition vibration. Combined with the multi-dimensional vibration buffering and attenuation function of the optical tube transport attitude control device, the application reduces the impact of vibration shock on the optical tube from the root, effectively ensuring the structural integrity and optical precision stability of the optical tube during transportation, and meeting the vibration protection requirements for cross-regional precision transportation of optical tubes. Attached Figure Description

[0057] Figure 1 This is a flowchart of the optical tube transportation protection method based on three-dimensional vibration isolation technology according to the present invention;

[0058] Figure 2 This is a flowchart illustrating the division of the planned route into various transportation sub-routes according to the present invention.

[0059] Figure 3 A flowchart illustrating the initialization of attitude control parameters for each transport sub-path of the optical tube transport attitude control device of the present invention;

[0060] Figure 4 This is a flowchart illustrating how the present invention determines whether the current transportation sub-path has historical deviations.

[0061] Figure 5 This is a flowchart illustrating how the current speed constraint range of the transportation sub-path is generated and corrected for this invention. Detailed Implementation

[0062] Please see Figure 1 This embodiment introduces a method for protecting optical tubes during transportation based on three-dimensional vibration isolation technology, including:

[0063] Step S1: Obtain the planned route for the current optical tube transportation through the Geographic Information System (GIS) and determine whether the planned route is the first execution route. The first execution route is defined as a transportation route for which no corresponding historical vibration dataset is stored. If it is the first execution route, a data acquisition vehicle equipped with a MEMS triaxial accelerometer, fiber optic gyroscope, and vibration frequency analyzer travels along the entire planned route to collect vibration data of each segment in real time, forming and storing the historical vibration dataset corresponding to the planned route. If it is not the first execution route, retrieve the historical vibration dataset corresponding to the planned route. Based on the historical vibration dataset, extract the vibration feature parameters of each segment. The vibration characteristic parameters include vertical acceleration, horizontal acceleration, vibration dominant frequency, vibration duration, and impact probability. Vibration characteristic vectors corresponding to each road segment are constructed. The similarity between vibration characteristic vectors of any two road segments is calculated using a cosine similarity algorithm. Continuous road segments with similarity that meet a preset threshold are clustered and divided to construct each transportation sub-path of the planned route. This ensures that the similarity of vibration characteristic vectors of all road segments within each transportation sub-path meets the preset threshold requirement, ensuring that the road condition type corresponding to a single transportation sub-path remains consistent. This provides a standardized road condition characteristic foundation for the accurate adaptation of subsequent three-dimensional attitude control parameters and self-learning recognition during transportation.

[0064] In this embodiment, given the need for cross-regional vehicle-mounted transportation of the optical tube due to the immobility of the tested optical equipment, multi-site joint optical testing, and emergency optical equipment calibration, its planned routes often cover various road conditions, including highways, dirt roads, and construction sections. Furthermore, some routes are initial transports without historical vibration data. Traditional technologies often directly use general attitude control parameters or rely on manual experience, failing to adapt to the specific vibration characteristics of each route. This easily leads to the optical tube's transport attitude control device being unable to accurately respond to vibration differences across different road sections. Simultaneously, frequent adjustments to attitude control parameters under mixed road conditions can easily trigger secondary vibrations, resulting in problems such as drift in the accuracy of the primary and secondary mirror shapes and optical axis alignment deviations. The core of the transport sub-path division is to address the problem of mixed road conditions and significant differences in vibration characteristics in cross-regional transport routes by constructing standardized road condition adaptation units. This fundamentally avoids the problem of chaotic attitude control parameter adaptation caused by the overlapping of different road conditions. This ensures the accuracy of the adaptation between attitude control parameters and road condition vibration characteristics while reducing frequent adjustments to attitude control parameters caused by frequent road condition changes during transport, thereby reducing the risk of secondary vibrations. This provides a fundamental guarantee for the mechanical stability and optical precision stability of optical tubes during cross-regional transportation.

[0065] Please see Figure 2Preferably, the specific steps for constructing each transportation sub-path of the planned route include:

[0066] The planned routes for current optical tube transportation are extracted, and the segment distribution, road type labels, and route topology are obtained. Route identifiers are generated by combining route topology hash operations with road type codes, ensuring accurate differentiation between different planned routes and providing a unique index for subsequent retrieval and storage of historical vibration datasets. Route topology hash operations refer to a one-way irreversible feature transformation operation performed on the route topology of the planned route, mapping all topological feature information of the route into a fixed-length, unique hash value string. Route topology encompasses core topological attributes such as segment distribution, connection logic between segments, node relationships, overall route direction, and spatial topological structure. This allows for accurate differentiation of different planned routes from a topological perspective, providing underlying topological feature support for the uniqueness of route identifiers. Road type coding combination refers to first establishing standardized and unique numerical and character coding rules for the road types marked on each road segment in the planned path. Road types include high-grade highways, rural dirt roads, construction sections, etc. From the perspective of road type, planned paths with the same topological structure but different road type configurations are accurately distinguished. Combined with the hash operation results of the path topology relationship, it jointly ensures the global uniqueness of the planned path identification, providing a reliable and unique index basis for the subsequent retrieval and storage of historical vibration datasets.

[0067] The historical vibration database of optical tube transportation is searched based on the path identifier to determine whether the current planned optical tube transportation path is the first path executed. If so, a data acquisition vehicle is activated to collect the vibration dataset of the planned path and store it in the historical vibration database according to the path identifier, location information, and collection timestamp. If not, the corresponding historical vibration dataset is retrieved from the historical vibration database. Specifically, the data acquisition vehicle refers to a data acquisition vehicle equipped with a MEMS three-axis accelerometer, fiber optic gyroscope, and vibration frequency analyzer, used to collect vibration characteristic data of each segment of the planned optical tube transportation path, accurately adapting to the vibration monitoring needs of the optical tube transportation scenario. The historical vibration dataset refers to a structured data set that reflects the vibration status of each segment of the planned path, including vertical historical vibration data, horizontal historical vibration data, vibration frequency distribution data, vibration duration data, and impact event correlation data of each segment at different travel times. Among them, vertical historical vibration data refers to time-series data acquired by the vertical acquisition channel of the MEMS triaxial accelerometer when the vehicle travels along the corresponding road segment of the planned route, reflecting the vertical vibration intensity and variation pattern of the road segment; horizontal historical vibration data refers to time-series data acquired by the horizontal acquisition channel of the MEMS triaxial accelerometer when the vehicle travels along the corresponding road segment of the planned route, reflecting the horizontal vibration intensity and variation pattern of the road segment; vibration frequency distribution data refers to the data obtained after the vibration frequency analyzer performs spectral analysis on the raw vibration data collected when the vehicle travels along the corresponding road segment of the planned route. The vibration intensity distribution data corresponds to the same vibration frequency range; the vibration duration data refers to the duration data corresponding to each intensity level of vibration obtained after time-series segmentation identification of historical vibration data for each time period when the vehicle travels along the corresponding road segment of the planned path; the impact event correlation data refers to the correlation data of the impact occurrence time, impact intensity and impact duration obtained after impact event detection and identification, which can characterize the potential impact of sudden impacts on the optical tube and provide basic data for subsequent abnormal vibration judgment.

[0068] Based on historical vibration datasets, historical vibration data for each segment of the planned route is extracted according to road segment division rules. Vibration characteristic parameters for each segment are extracted through time-domain statistical analysis. All vibration characteristic parameters are standardized and normalized to eliminate interference from differences in parameter dimensions. Then, they are structurally encapsulated according to preset characteristic parameter sorting rules to construct a unique vibration feature vector for each road segment, achieving accurate quantitative characterization of road segment vibration characteristics. The road segment division rules refer to establishing a spatiotemporal correlation mapping between historical vibration data and each road segment of the planned route based on the geographical identifiers assigned to each road segment by the Geographic Information System (GIS), combined with the real-time location information and collection timestamp of the vibration data collection vehicle. Using independent road segments defined by the GIS as the basic division unit, all historical vibration data that spatiotemporally match the geographical identifier of that road segment are assigned to the corresponding road segment. Specifically, vibration characteristic parameters refer to core parameters that can quantitatively reflect the vibration intensity, frequency characteristics, and impact characteristics of a road segment, including vertical acceleration statistics. The study included the following parameters: vertical acceleration statistical characteristics, horizontal acceleration statistical characteristics, vibration dominant frequency, vibration duration, and impact probability. Specifically, vertical acceleration statistical characteristics were extracted through time-domain statistical analysis, smoothing and removing outliers from historical vertical vibration data to obtain statistical parameters for vertical vibration acceleration. Horizontal acceleration statistical characteristics were also extracted through time-domain statistical analysis, smoothing and removing outliers from historical horizontal vibration data to obtain statistical parameters for horizontal vibration acceleration. Vibration dominant frequency was determined by using Fast Fourier Transform to analyze the frequency distribution data and select the frequency with the highest vibration intensity as the dominant frequency of the road segment, representing the dominant frequency characteristics of the road segment vibration. Vibration duration was identified through time-series segmentation, and the duration corresponding to the dominant vibration intensity of each road segment was extracted through integrated analysis. Impact probability was calculated by statistically analyzing impact event correlation data to determine the proportion of impact events occurring during the entire driving time of the road segment, quantifying the frequency of sudden impacts on the road segment.

[0069] For all road segments within the planned path, the cosine similarity algorithm is used to calculate the dot product of the vibration feature vectors of any two road segments one by one. The product of the magnitudes of the two vibration feature vectors is then normalized to obtain the road segment similarity between road segments, providing an accurate quantitative basis for subsequent road segment clustering.

[0070] A greedy clustering algorithm is used to integrate continuous road segments with a similarity greater than a preset similarity threshold in the planned route to form transportation sub-routes. At the same time, the comprehensive vibration feature vector of each transportation sub-routes is calculated and recorded by vibration feature vector fusion. That is, the vibration feature vectors of all road segments in the transportation sub-routes are calculated by weighted average of each dimension. The weight allocation is consistent with the proportion of the driving mileage of each road segment to the total driving mileage of the transportation sub-routes. Then, the weighted average calculation results of each dimension are structured and integrated according to the preset feature parameter sorting rules to obtain the comprehensive vibration feature vector of each transportation sub-routes. The preset similarity threshold is a quantitative critical value used to determine the degree of convergence of vibration characteristics of continuous road segments within the planned route and to divide transportation sub-routes. Its value range is [0,1]. It can be set in combination with the vibration characteristic dispersion of the planned route, the total transportation mileage, and the hardware adjustment accuracy of the attitude control device. The feature parameter sorting rule is a standardized rule used to unify and standardize the dimensional arrangement order of vibration feature vectors throughout the entire process and to ensure the consistency of vector operation and data comparison. It fixes the dimensional arrangement order of all single road segment vibration feature vectors and comprehensive vibration feature vectors of transportation sub-routes, eliminates similarity calculation deviations and data comparison errors caused by disordered dimensional order, and ensures the accuracy and repeatability of the entire process of vibration feature vector fusion, road segment similarity calculation, and vibration deviation quantification.

[0071] Step S2: Obtain the attitude control configuration parameters of the optical tube transportation attitude control device used for transporting the optical tube, and initialize the attitude control parameters corresponding to each transportation sub-path according to the comprehensive vibration characteristic vector of each transportation sub-path of the planned path; where, the attitude control configuration parameters refer to the core parameters of the hardware module combination, installation positioning and sensor unit deployment determined before the optical tube is transported in order to build an optical tube transportation attitude control device adapted to the optical tube's own structure and transportation vibration protection requirements, which are the hardware foundation and prerequisites for setting attitude control parameters; including the three-dimensional vibration isolation core module combination parameters, the installation and adaptation mechanism positioning and installation parameters, and the multi-dimensional sensor detection unit deployment parameters; where, the three-dimensional vibration isolation core module combination parameters include the combination type, configuration quantity and module spatial layout parameters of the three-dimensional vibration isolation core modules; the installation and adaptation mechanism positioning and installation parameters include the three-dimensional coordinates of the installation reference, connection method, number and distribution coordinates of connection points, and the material specifications and structural dimensions of the mechanism; the multi-dimensional sensor detection unit deployment parameters include the deployment three-dimensional coordinates, detection range threshold, data acquisition frequency, signal transmission interface and transmission rate parameters of the vibration sensing component, force sensing component and displacement sensing component. The attitude control parameters are fixed mechanical structure parameters and initial operating parameters for transportation, without involving adjustments to the mechanical structure during transportation. This ensures that the three-dimensional vibration isolation foundation parameters corresponding to each transportation sub-path are accurately matched with the vibration characteristics of that sub-path, while also taking into account the structural safety and optical accuracy stability of the optical tube. It provides standardized and reusable parameter benchmarks for the parameter initialization of the subsequent optical tube transportation attitude control device and adaptive adjustments during transportation, including the operating parameters of the flexible attitude compensation component and the electromagnetic attitude stabilization component. Among them, the operating parameters of the flexible attitude compensation component include the preload parameters of the vertical flexible attitude compensation component, the preload parameters of the X-axis horizontal flexible attitude compensation component, and the preload parameters of the Y-axis horizontal flexible attitude compensation component; the operating parameters of the electromagnetic attitude stabilization component include the reference values ​​of the electromagnetic damping coefficients in the X-axis, Y-axis, and Z-axis directions, and the damping coefficient correction coefficient adapted to the impact probability.

[0072] In this embodiment, the optical tube transportation attitude control device refers to a vibration control device designed for cross-regional vehicle-mounted transportation of optical tubes. It is used to counteract multi-dimensional vibration interference generated during the vehicle's transportation of the optical tube in the X-axis horizontal direction, Y-axis horizontal direction, and Z-axis vertical direction. Its core function is to achieve integrated control of vibration buffering, energy attenuation, and isolation protection. The device consists of four parts: a three-dimensional vibration isolation core module, an installation adapter mechanism, a multi-dimensional sensing and detection unit, and a parameter adjustment core unit. These parts work together to complete vibration protection control. Specifically, the three-dimensional vibration isolation core module is the core functional component of the device, including a vertical flexible attitude compensation component, an X-axis horizontal flexible attitude compensation component, a Y-axis horizontal flexible attitude compensation component, and a multi-directional electromagnetic attitude stabilization component. It is used to directly achieve buffering and energy attenuation of vibrations in all directions within three-dimensional space. The installation adapter mechanism is used to establish the connection between the optical tube transportation attitude control device and the vehicle-mounted transportation platform and the two-dimensional turntable carrying the optical tube, ensuring the stability of each component. Positioning and precise assembly ensure the stability of the overall structure of the device. The multi-dimensional sensing and detection unit includes vibration, force, and displacement sensing components to collect operational data during transportation, including vibration, force, and displacement data, providing data input for parameter control. The parameter control core unit, as the control core of the device, receives operational data transmitted from the multi-dimensional sensing and detection unit and simultaneously presets, calibrates, and adjusts the attitude control parameters of each component of the optical tube transportation attitude control device, ensuring stable operation of the device according to preset parameters. The entire device is used for the cross-regional vehicle transportation of optical tubes to specifically isolate and attenuate vibrations in all directions within three-dimensional space generated by vehicle movement, avoiding the mechanical impact and displacement effects of vibration on the optical tube, ensuring the structural integrity and optical accuracy stability of the optical tube during transportation, and adapting to the cross-regional vehicle transportation needs of optical tubes in scenarios such as immobile optical equipment under test, multi-site joint optical testing, and emergency optical equipment calibration.

[0073] Please see Figure 3 Preferably, the specific steps for initializing the attitude control parameters corresponding to each transport sub-path include:

[0074] Retrieve the attitude control configuration parameters, optical tube rated parameters, and comprehensive vibration characteristic vectors of each transportation sub-path that have been configured before transportation. Among them, the optical tube rated parameters include the total weight of the optical tube, the weight ratio of the primary mirror to the secondary mirror, and the stress threshold of the optical tube component connection.

[0075] The rated parameters of the optical tube are mapped to the [0,1] interval by normalization method to eliminate the difference in the dimensions of data of different dimensions; and the attitude control configuration parameters, the normalized rated parameters of the optical tube and the comprehensive vibration feature vector are associated by field association using the transportation sub-path identifier as the unique index key, so as to construct the basic data association set of attitude control configuration parameters, optical tube rated parameters and comprehensive vibration feature vector, and provide standardized and non-redundant data source support for subsequent steps.

[0076] From the attitude control configuration parameters, adjustment constraint parameters are screened and extracted. These adjustment constraint parameters refer to the inherent hardware specifications of each core component of the optical tube transport attitude control device. They are used to limit the value boundaries and minimum adjustment step size of each attitude control parameter, and are the core basis for subsequent calculation, verification, and correction of the initial values ​​of operating parameters. Specifically, the adjustment constraint parameters include: the preload adjustment range and elastic coefficient benchmark value of the vertical flexible attitude compensation component and the X-axis and Y-axis horizontal flexible attitude compensation components; the adjustable range of the damping coefficient and the frequency response range of the multi-directional electromagnetic attitude stabilization component; and the force threshold parameters of the installation adapter mechanism. According to the classification rules of the vertical flexible attitude compensation component, the horizontal flexible attitude compensation component, and the multi-directional electromagnetic attitude stabilization component, the extracted adjustment constraint parameters are structured and organized to clarify the upper limit, lower limit, and minimum adjustment step size of the corresponding operating parameters of each component, forming a standardized parameter value constraint table to ensure that the subsequent calculation and correction of operating parameters meet the hardware adaptation requirements of the optical tube transport attitude control device.

[0077] Using the transportation sub-path identifier as an index, vibration characteristic parameters are extracted from the comprehensive vibration characteristic vector of each transportation sub-path from the basic data association set, including vertical acceleration statistical characteristics, horizontal acceleration statistical characteristics, vibration dominant frequency, and impact probability;

[0078] The vibration characteristic parameters, optical tube rated parameters, and parameter value constraint tables for each transport sub-path are called up, and the initial values ​​of each attitude control parameter are calculated one by one according to the component type. Specifically, for the operating parameters of the flexible attitude compensation component, the vertical acceleration statistical characteristics and the total weight of the optical tube are substituted into the linear fitting algorithm to calculate the initial value of the pretension force of the vertical flexible attitude compensation component. The horizontal acceleration statistical characteristics in the X and Y directions and the weight ratio of the primary and secondary mirrors are substituted into the same linear fitting algorithm to calculate the initial value of the pretension force of the flexible attitude compensation component in the corresponding directions. The linear fitting algorithm is a one-dimensional linear regression algorithm based on the least squares method. The optical tube weight or weight ratio and vibration acceleration statistical characteristics are used as independent variables, and the pretension force of the flexible attitude compensation component is used as the dependent variable. The linear regression equation y=kx+b is obtained by fitting the sample data, where k is the fitting slope, b is the fitting intercept, x is the normalized independent variable data, and y is the initial value of the pretension force. The algorithm is used to substitute the normalized independent variable data of the target transport sub-path to obtain the algorithm for the initial value of the pretension force of the flexible attitude compensation component that meets the hardware constraints.

[0079] For the operating parameters of the electromagnetic attitude stabilization component, the dominant vibration frequency of the transport sub-path is substituted into the frequency response analysis algorithm to calculate the initial reference values ​​of the damping coefficients on the X, Y, and Z axes. The impact probability is used as a correction coefficient, and the initial values ​​of the damping coefficients in each direction are obtained through multiplication. All the calculated initial values ​​are classified and stored according to the transport sub-path identifier and component type to construct a dataset of initial values ​​of operating parameters. The frequency response analysis algorithm refers to the algorithm that establishes a frequency response mapping model between the dominant vibration frequency and the damping coefficient for the frequency adaptation characteristics of the multi-directional electromagnetic attitude stabilization component. The dominant vibration frequency is converted into frequency domain characteristics through fast Fourier transform. Combined with the inherent frequency response curve of the electromagnetic damping component, the algorithm solves for the reference value of the damping coefficient that matches the target dominant vibration frequency. The core is to make the initial reference value of the electromagnetic damping coefficient match the dominant vibration frequency of the transport sub-path to maximize the vibration energy attenuation effect.

[0080] The initial values ​​of the attitude control parameters are compared parameter by parameter with the parameter constraint table. The deviation between each initial value and the upper and lower limits of the attitude control parameters is calculated. The initial values ​​of the attitude control parameters are then corrected based on the minimum adjustment step size to generate the corrected attitude control parameter values. Specifically, if the initial value exceeds the upper limit, it is corrected downwards by a preset minimum adjustment step size. If it exceeds the lower limit, it is corrected upwards by a corresponding step size. After correction, the initial values ​​are compared again until all initial values ​​fall within the hardware constraint range. The preset minimum adjustment step size refers to the smallest parameter adjustment unit that the attitude control device can execute. It is a quantitative benchmark for achieving gradient correction of attitude control parameters and avoiding overshoot or insufficient adjustment accuracy. It can be set after comprehensive calibration based on the hardware adjustment accuracy of the attitude control device, the vibration tolerance threshold of the optical tube, and the attitude response speed requirements in the transportation scenario.

[0081] The corrected attitude control parameter values ​​are associated with the corresponding transport sub-paths and encapsulated into a structured attitude control parameter set for each transport sub-path according to the preset field order of vertical flexible attitude component preload, X-axis horizontal flexible attitude component preload, Y-axis horizontal flexible attitude component preload, X-axis damping coefficient, Y-axis damping coefficient, Z-axis damping coefficient, and damping coefficient correction coefficient.

[0082] Step S3: Adjust the optical tube to the preset transportation posture. Based on the structured posture control parameter set of each transportation sub-path generated in Step S2, start the optical tube vehicle transportation operation. During transportation, simultaneously start the multi-dimensional sensing and detection unit to collect the actual vibration data of the current transportation sub-path in real time. Perform vibration deviation analysis on the actual vibration data and the historical vibration data of the transportation sub-path to determine whether there is a historical deviation in the current transportation sub-path, so as to generate and correct the speed constraint range of the current transportation sub-path. Specifically, based on the historical vibration data of the transportation sub-path, initialize the driving speed constraint range. Since the road condition type in each transportation sub-path is consistent, set the driving speed constraint range for each transportation sub-path as a whole to avoid secondary vibration caused by frequent speed changes in the sub-path. At the same time, simplify the speed control logic and take into account both transportation efficiency and vibration protection effect. And according to the real-time quantified vibration deviation and the historical vibration deviation judgment results, dynamically correct the driving speed constraint range of the current transportation sub-path so that the speed constraint range is adapted to the actual road conditions.

[0083] In this embodiment, the preset transportation posture refers to the optical axis of the primary and secondary mirrors of the optical tube being kept horizontal and parallel to the driving direction of the vehicle-mounted transportation platform, with the three-dimensional coordinates of the installation reference set by the installation adapter mechanism of the optical tube transportation posture control device as the reference. The geometric center of gravity of the optical tube coincides with the force center of the three-dimensional vibration isolation core module in three-dimensional space, and the installation reference surface of the optical tube is in complete contact with the bearing surface of the optical tube transportation posture control device. Under this posture, the optical tube is subjected to uniform force during transportation, with no additional torsional torque generated. The key optical components of the optical tube are in a stable state under force, which can avoid local stress concentration caused by posture deviation and provide basic posture conditions for the optical tube transportation posture control device to perform vibration protection.

[0084] Please see Figure 4 Preferably, the specific steps for determining whether the current transportation sub-path has historical deviations include:

[0085] The parameter control core unit retrieves the attitude control parameters for each transportation sub-path. Based on the sub-path identifiers, it establishes a collaborative linkage mechanism between the attitude control parameters and the vehicle-mounted transportation platform and the optical tube transportation attitude control device. Attitude control parameters, such as the preload of the flexible attitude compensation component in each direction and the damping coefficients and correction coefficients of the electromagnetic attitude stabilization component in each direction, are sent to the corresponding actuators. This controls the three-dimensional vibration isolation core module of the optical tube transportation attitude control device to adjust to the preset operating state, synchronously linking the vehicle-mounted transportation platform to start operation. This ensures synchronized startup of the optical tube transportation attitude control device and the vehicle-mounted transportation platform, allowing the optical tube to smoothly begin vehicle transportation under the preset transportation attitude. Simultaneously, the multi-dimensional sensing detection unit is adjusted to real-time acquisition mode, entering the actual vibration data acquisition state according to preset acquisition rules. This provides a dual basis for subsequent vibration deviation analysis: equipment operation and data acquisition. The preset acquisition rules refer to pre-defined unified standards used to regulate the data acquisition behavior of the multi-dimensional sensing detection unit, including acquisition frequency, acquisition channels, and data format.

[0086] The parameter control core unit combines position information to continuously determine the current transport sub-path of the optical tube, performs preliminary screening of the collected actual vibration data, removes obviously invalid data and completes preprocessing; and retrieves the historical vibration data corresponding to the current transport sub-path from the historical vibration database, and aligns the actual vibration data with the historical data based on the position information.

[0087] A monitoring window is configured to calculate the cumulative deviation between real-time vibration data and corresponding historical vibration data within the monitoring window. If the cumulative deviation exceeds a preset threshold, vibration deviation analysis is triggered to quantify the overall vibration deviation value of the current transportation sub-path. The monitoring window refers to a continuous vibration data statistical interval defined according to the vibration data acquisition sequence, based on the road condition characteristics and vibration data acquisition patterns of the transportation sub-path. The size of the monitoring window is dynamically determined based on the actual data acquisition frequency of the multi-dimensional sensing detection unit. The cumulative deviation threshold is a quantitative judgment index set for the deviation statistics between actual vibration data and historical vibration data within the monitoring window, serving as the benchmark for the cumulative summation of vibration data deviation values ​​in each dimension within the monitoring window. Specifically, the cumulative deviation is the statistical value obtained by summing the time-by-time deviation values ​​of each dimension between real-time vibration data and corresponding historical vibration data within the monitoring window, used to quantify the cumulative degree of vibration anomalies within the monitoring window.

[0088] Specifically, the steps for quantifying the overall vibration deviation value of the current transportation sub-path include:

[0089] Based on the currently collected actual vibration data and combined with location information, the real-time vibration data is divided into time-series segments to ensure that the segmented data is consistent with the collection time sequence of historical vibration data. The vertical acceleration statistical characteristics, horizontal acceleration statistical characteristics, and vibration duration of the real-time vibration data of each time-series segment are extracted through time-domain statistical analysis. The real-time vibration dominant frequency of each time-series segment is extracted through spectrum analysis. The real-time impact probability of each time-series segment is extracted through impact event statistical methods, thus completing the segmented extraction of real-time vibration characteristic parameters.

[0090] The overall historical vibration feature parameter set corresponding to the transportation sub-path is retrieved from the historical vibration database. The real-time vibration feature parameters extracted in segments are matched one-to-one with the feature parameters of the corresponding time sequence and position in the historical vibration feature parameter set to construct a comparison dataset of real-time and historical vibration feature parameters.

[0091] By standardizing and normalizing the real-time vibration characteristic parameters and historical vibration characteristic parameters in the dataset, the dimensional differences of characteristic parameters in different dimensions are eliminated, ensuring the consistency of the weights of parameters in each dimension in the deviation quantification analysis, thus laying a data foundation for the accurate quantification of comprehensive vibration deviation.

[0092] Based on the feature parameters in the comparison dataset, the dimensional deviation value and dimensional deviation rate of the real-time vibration feature parameters and the historical vibration feature parameters are calculated for each dimension, and a dimensional deviation dataset is constructed. The dimensional deviation value is the absolute difference between the real-time feature parameters and the historical feature parameters, and the dimensional deviation rate is the ratio of the dimensional deviation value to the corresponding historical feature parameter, thus realizing the dual independent quantification of vibration deviation in each dimension.

[0093] Based on the dimensionality deviation dataset, and combined with the influence weights of each vibration characteristic parameter on the protection of the light tube transportation, a weighted summation algorithm is used to calculate the comprehensive vibration deviation value of the current transportation sub-path. The influence weights of each vibration characteristic parameter are pre-set according to the structural protection requirements in the rated parameters of the light tube and the road condition vibration characteristics of the transportation sub-path, so that the comprehensive vibration deviation value can accurately reflect the overall difference between the actual vibration and the historical vibration.

[0094] A deviation judgment threshold is configured. If the overall vibration deviation value exceeds the matched deviation judgment threshold, it is determined that there is a potential deviation anomaly in the current transportation sub-path. This indicates that the difference between the current real-time vibration and the historical vibration has exceeded the reasonable range that the light tube can tolerate under the current speed constraint range. It is confirmed that the difference is a real difference caused by changes in road condition vibration, and not caused by equipment operation fluctuations or instantaneous interference. Further verification through duration is needed to determine whether the difference is a systematic change. The deviation judgment threshold is a critical value used to determine whether there is an abnormal difference between real-time vibration and historical vibration. It is a quantitative standard for distinguishing between normal fluctuations and potential deviation anomalies. It is set after calibration based on the overall vibration feature vector of the current transportation sub-path, the vibration tolerance limit parameters of the light tube structure, and the safety redundancy requirements of the current driving speed constraint range, combined with vibration deviation statistics data under historical transportation scenarios.

[0095] The duration of states identified as potential deviation anomalies is statistically analyzed, and the start timestamp of potential deviation anomalies is recorded in real time. The comprehensive vibration deviation value is continuously monitored to ensure that it remains above the deviation judgment threshold, so as to ensure that the statistical duration is a continuous and uninterrupted deviation anomaly period and avoid misjudging scattered and discontinuous deviations as continuous anomalies. At the same time, a preset deviation duration threshold is retrieved. This deviation duration threshold is preset based on the road condition stability characteristics of the transportation sub-path and the vibration fatigue resistance characteristics of the optical components of the light tube, and is used to distinguish between instantaneous road condition fluctuations and systemic road condition changes.

[0096] If the duration of a potential deviation anomaly exceeds the deviation duration threshold, it is determined that the current transportation sub-path has a historical deviation. This indicates that the actual road condition vibration characteristics of the current transportation sub-path have undergone systematic and continuous changes, and there is a significant and stable difference between the road condition vibration characteristics corresponding to the historical vibration data. The original historical vibration data can no longer accurately adapt to the current actual road conditions. If the speed constraint range and attitude control parameters set based on the historical vibration data continue to be used, it may cause the optical tube to be subjected to vibration interference beyond its tolerance range, affecting the structural safety and optical accuracy stability of the optical tube.

[0097] If the overall vibration deviation value is not greater than the deviation judgment threshold, it is determined that there is no potential deviation anomaly, and the actual vibration data is continuously collected synchronously, and the process of cumulative deviation statistics and judgment in the next monitoring window is entered; if the duration of the potential deviation anomaly is not greater than the deviation duration threshold, it is determined that the potential deviation anomaly is a temporary deviation caused by instantaneous road condition fluctuations, and does not belong to the systematic historical deviation. The speed constraint range and attitude control parameters are not adjusted for the time being, but the frequency of real-time vibration monitoring needs to be increased until the potential deviation anomaly disappears.

[0098] Please see Figure 5 Preferably, the specific steps for generating and correcting the speed constraint interval of the current transport sub-path include:

[0099] A comprehensive vibration feature vector of historical vibration data for the current transportation sub-path is obtained. For each type of vibration feature parameter in the comprehensive vibration feature vector, a multi-level quantization interval from low to high is preset based on its quantization range and the correlation between its quantization range and road vibration intensity. The correlation between the quantization range and road vibration intensity refers to the positive correlation between the numerical range of each vibration feature parameter in the comprehensive vibration feature vector and the intensity of road vibration on the corresponding transportation sub-path; the larger the feature parameter value, the higher the road vibration intensity. This is obtained through statistical analysis, correlation verification, and fitting calibration of vibration feature parameter samples from different road conditions in historical transportation scenarios and actual road vibration intensity. For example, it is divided into five quantization intervals, corresponding to path vibration levels one to five. Each quantization interval corresponds to a unique path vibration level, and the numerical range of the quantization interval increases with the increase of the path vibration level, ensuring a positive correlation between the quantized value of the vibration feature parameter and the road vibration intensity. First, each type of vibration feature parameter is matched to its corresponding quantization interval to determine the path vibration level to which each type of vibration feature parameter belongs, ensuring that the level determination of each type of parameter is based on its own quantization characteristics without cross-interference.

[0100] Based on consensus-based determination rules, the target path vibration level of the current transportation sub-path is obtained. These consensus-based determination rules refer to selecting the target path vibration level that best represents the overall road condition vibration intensity of the current transportation sub-path by statistically analyzing the consensus among the vibration levels of the corresponding vibration characteristic parameters. For example, if three or more of the five types of vibration characteristic parameters match the same path vibration level, then the quantified range of that path vibration level is the target path vibration level of the current transportation sub-path. If no three types of vibration characteristic parameters reach a consensus on the same path vibration level, then the second highest path vibration level among all vibration characteristic parameters is taken as the target path vibration level, with level one corresponding to the lowest road condition vibration intensity and level five corresponding to the highest.

[0101] Based on the target path vibration level of the current transportation sub-route, an initial driving speed constraint range is configured using a speed mapping table. The speed mapping table is a pre-defined, proprietary mapping table that establishes a one-to-one correspondence between path vibration levels and driving speed benchmarks, based on the path vibration level and the vibration protection requirements for light tube transportation. This table integrates road condition vibration intensity adaptability and transportation efficiency requirements, assigning a unique lower and upper speed limit benchmark value for each path vibration level. The higher the road condition vibration level, the lower the corresponding upper and lower speed limit benchmark values, ensuring accurate matching of speed constraint intensity with the historical road condition vibration intensity of the current sub-route. The lower and upper speed limit benchmark values ​​corresponding to the current target path vibration level are retrieved from the speed mapping table and combined to form the initial driving speed constraint range for the current transportation sub-route.

[0102] The configured initial driving speed constraint range is associated with the current transport sub-path identifier to obtain the historical deviation judgment result of the current transport sub-path. If a historical deviation is determined, the initial driving speed constraint range is adjusted based on the real-time path vibration level, i.e.:

[0103] After triggering the speed constraint interval correction process, the real-time vibration data of the current transportation sub-path is obtained, the real-time vibration feature vector is extracted, and the normalized real-time vibration feature parameter set is obtained; the real-time path vibration level of the current sub-path is rematched; based on the real-time path vibration level, the corresponding upper and lower speed limit benchmark values ​​are retrieved from the speed mapping table to determine the target speed constraint interval of the current transportation sub-path.

[0104] If it is determined that there is no historical deviation, the real-time vibration data of the current transportation sub-path is continuously collected, the comprehensive vibration deviation value is quantified and updated in real time, and combined with the currently effective initial driving speed constraint range, it is determined whether there is any potential deviation anomaly; if so, the preset minimum speed adjustment step size is retrieved. This minimum speed adjustment step size is preset based on the speed control accuracy of the vehicle transportation platform and the vibration protection requirements of the optical tube, and is the smallest unit for speed range correction. The upper and lower limits of the currently effective initial driving speed constraint range are synchronously gradient-down, which serves as the target speed constraint range for the current transportation sub-path. Each speed reduction is set at a preset minimum speed adjustment step. Immediately after each reduction, the real-time comprehensive vibration deviation value is monitored to verify whether potential deviation anomalies have been resolved. If the comprehensive vibration deviation value remains above the deviation judgment threshold after reduction, and the potential deviation anomaly has not been resolved, the reduction operation is repeated until the comprehensive vibration deviation value falls below the deviation judgment threshold and no potential deviation anomalies exist. Simultaneously, a speed reduction boundary is set to ensure that the lower limit of the reduced speed constraint range is not lower than the safe operating limit of the vehicle-mounted transport platform, avoiding safety hazards due to excessive speed reduction. If no potential deviation anomalies are determined, the initial driving speed constraint range is maintained. The speed reduction boundary refers to the minimum allowable value of the lower limit of the speed constraint range, a rigid constraint ensuring the safe operation and basic transportation efficiency of the vehicle-mounted transport platform, preventing vehicle instability or excessively low transportation efficiency due to excessive speed reduction. It is set after comprehensive calibration based on the minimum stable driving speed requirements of the vehicle-mounted transport platform, the minimum speed limit specifications of the road type of the current transportation sub-path, and the efficiency redundancy requirements of the transportation scenario.

[0105] Step S4: If there are historical deviations in the current transportation sub-path, the parameter control core unit integrates the real-time vibration data of the current transportation sub-path into the corresponding historical vibration data based on real-time vibration data and historical vibration data. This updates the historical vibration dataset of the planned path, ensuring that the historical vibration data can adapt to the systematic changes in road condition vibration characteristics in real time. Combining the real-time vibration feature vector and comprehensive vibration deviation value of the current sub-path, the attitude control parameters corresponding to the current transportation sub-path are dynamically updated. Core parameters such as the preload of the flexible attitude compensation component and the damping coefficient of the electromagnetic attitude stabilization component are corrected, ensuring that the updated attitude control parameters accurately match the current actual road condition vibration characteristics and counteract vibration interference caused by changes in road conditions. Simultaneously, based on the real-time force data, displacement data, and vibration attenuation data of the optical tube collected by the multi-dimensional sensing and detection unit, it is determined whether the optical tube is experiencing any issues during transportation. Within the preset attitude stability protection range, if it is determined that the attitude stability protection range has been exceeded, a transportation anomaly warning signal is immediately triggered for real-time early warning. This allows the transportation control end to monitor the safety status of the optical tube in real time and take timely auxiliary protective measures to prevent the abnormal state from causing structural damage or optical accuracy drift of the optical tube. The attitude stability protection range is a reasonable range of values ​​for key protection indicators such as real-time force value, displacement, and vibration attenuation rate of the optical tube, which is pre-defined based on the structural protection threshold and vibration tolerance standard of the optical components in the rated parameters of the optical tube and combined with the actual vibration protection capability of the optical tube transportation attitude control device. Each indicator value matches the structural safety and optical accuracy protection requirements during the transportation of the optical tube. It is used as a quantitative benchmark for the core unit of parameter adjustment to determine whether the attitude stability protection status of the optical tube transportation meets the standard, ensuring that the attitude stability protection measures always meet the safe transportation requirements of the optical tube.

[0106] In this embodiment, the core design of step S4 is to address the key issues in traditional optical tube transportation protection technology, such as the inability to update historical vibration data in real time when there are historical deviations in the transportation sub-path, insufficient adaptability of attitude control parameters to changes in road conditions, and lack of closed-loop control for attitude stability protection anomalies. In traditional technology, the historical vibration dataset remains fixed. Even if the road conditions change systematically, the old data is still used for subsequent parameter initialization, which can easily lead to a disconnect between attitude control parameters and actual vibration characteristics. At the same time, after the attitude control parameters are initialized, they are no longer dynamically adjusted with changes in road conditions, which cannot offset the vibration interference caused by changes in road conditions. Furthermore, there is a lack of real-time judgment and anomaly warning of the actual attitude stability protection status of the optical tube, which may cause the optical tube to exceed the vibration tolerance range, resulting in structural damage or optical accuracy drift.

[0107] Preferably, the specific steps for updating the historical vibration dataset of the planned path include:

[0108] If the current transport sub-path has historical deviations, the parameter control core unit marks the transport sub-path as an abnormal transport sub-path. After the optical tube transport operation of the planned path is completed, the parameter control core unit retrieves the real-time vibration data, comprehensive vibration deviation value, dimension deviation rate of real-time vibration characteristic parameters, and historical vibration data of all abnormal transport sub-paths in the planned path that are marked as abnormal.

[0109] For each abnormal transportation sub-path, real-time vibration data and historical vibration data are spatiotemporally aligned based on location information and acquisition time sequence to ensure that data with the same feature parameter dimension, the same sub-path location, and the same acquisition time sequence are matched one by one, laying the data foundation for subsequent dimensional fusion.

[0110] The comprehensive vibration deviation value of each abnormal transportation sub-path is obtained, and the comprehensive vibration deviation value of the abnormal transportation sub-path is standardized based on the minimum and maximum values ​​of the comprehensive vibration deviation values ​​of all abnormal transportation sub-paths. The standardized comprehensive vibration deviation value is obtained, and the corresponding real-time vibration data benchmark weight coefficient is linearly calibrated for each numerical interval according to the principle of monotonically increasing benchmark weight coefficient. The larger the comprehensive vibration deviation value, the more significant the systematic change in road condition vibration characteristics, and the higher the overall benchmark weight coefficient of the corresponding real-time vibration data. The benchmark weight coefficient of historical vibration data is 1 minus the benchmark weight coefficient of real-time vibration data, ensuring that the sum of the overall benchmark weight coefficients of the two types of data is always 1. At the same time, combined with the actual reference requirements of optical tube transportation protection for road condition vibration data, preset upper and lower limits are set for the benchmark weight coefficient of real-time vibration data to avoid the weight coefficient from becoming extreme due to the comprehensive vibration deviation value being too high or too low, which would fail to take into account both the conventional reference value of historical data and the road condition change characterization value of real-time data.

[0111] Based on the dimensional deviation rate of each real-time vibration characteristic parameter dimension of the abnormal transportation sub-path, after standardizing and normalizing all dimensional deviation rates, the dimensional deviation rate of a single real-time vibration characteristic parameter dimension is divided by the sum of the dimensional deviation rates of all real-time vibration characteristic parameters to obtain the deviation contribution of that real-time vibration characteristic parameter dimension to the overall comprehensive vibration deviation. The higher the deviation contribution, the more significant the change in the road condition vibration characteristics of that dimension, providing a quantitative basis for subsequent dimensional weight allocation.

[0112] Combining the baseline weight coefficients of the calibrated real-time vibration data with the contribution of deviations in each dimension, the fusion weight of the real-time vibration data for each core feature parameter dimension is calculated through multiplication. The fusion weight of the historical vibration data for the corresponding dimension is 1 minus the fusion weight of the real-time vibration data. Simultaneously, a lower limit for the weights is set for key dimensions that significantly impact the protection of optical tubes during transport, such as vibration dominance frequency and impact probability. This prevents the real-time fusion weight from being too small due to low dimensional deviation rates, thus avoiding the neglect of systemic changes in road conditions in that dimension. After calculation, a dimensional fusion weight table of real-time vibration data for each abnormal transport sub-path is generated. The lower limit for weights refers to the minimum allowable fusion weight value set for key feature dimensions such as vibration dominance frequency and impact probability, ensuring that changes in road conditions in key dimensions are not ignored. This lower limit is set based on the degree of influence of each feature parameter on the optical accuracy and structural safety of the optical tube, as well as the statistical patterns of historical transport vibration data.

[0113] Based on the dimensional fusion weight table, a weighted fusion calculation is performed on the real-time vibration data and historical vibration data after spatiotemporal alignment in each abnormal transportation sub-path to obtain the fused vibration data of each abnormal transportation sub-path. This achieves the preservation of conventional road condition feature information in historical vibration data and the accurate integration of road condition change feature information in real-time vibration data.

[0114] Using the abnormal transportation sub-path identifier as an index, the fused vibration data of the abnormal transportation sub-path is used to replace the historical vibration data of the abnormal transportation sub-path in the historical vibration dataset of the planned path. For road segments in the planned path that are not marked as abnormal transportation sub-paths, their original historical vibration data is directly retained, thereby achieving targeted updates to the historical vibration dataset of the planned path, avoiding meaningless updates to the entire path data, and improving the accuracy and efficiency of dataset updates.

[0115] Preferably, the specific steps for dynamically updating the attitude control parameters corresponding to the current abnormal transport sub-path include:

[0116] When it is determined that there is a historical deviation in the current transport sub-path, the real-time vibration characteristic parameters, optical tube rated parameters and parameter value constraint table of the current abnormal transport sub-path are called, and the initial values ​​of each attitude control parameter are calculated one by one according to the component type, which are used as the target values ​​of the attitude control parameters of the abnormal transport sub-path.

[0117] The target values ​​of each attitude control parameter are compared and verified with the upper and lower limits of the parameter value constraint table. If the target value exceeds the hardware value boundary, the parameter target value is corrected based on the value boundary value. If the target value is within the hardware value boundary, the target value is directly used as the adjustment basis. This ensures that all parameter adjustment processes strictly follow the hardware adaptation requirements of the optical tube transport attitude control device, and avoids equipment malfunction or vibration protection failure due to parameter exceeding limits.

[0118] Based on the initial values ​​of the attitude control parameters of the abnormal transportation sub-path, the parameter deviation between the initial value and the target value of each parameter is calculated. The parameter deviation is classified and organized according to the component type of the flexible attitude compensation component and the electromagnetic attitude stabilization component, and the adjustment direction and adjustment range of each parameter are clarified, so as to provide a quantitative basis for subsequent precise adjustment of parameters.

[0119] Subsequently, based on the preset minimum adjustment step size in the parameter value constraint table, it is determined whether the adjustment range corresponding to each parameter deviation meets the minimum adjustment step size requirement. If the adjustment range is less than the minimum adjustment step size, parameter adjustment is performed according to the minimum adjustment step size. If the adjustment range is greater than or equal to the minimum adjustment step size, a phased adjustment step size is generated according to the ratio of the parameter deviation to the minimum adjustment step size, and gradient adjustment is performed step by step to ensure that the parameter adjustment meets the hardware control accuracy requirements of the optical tube transport attitude control device. For example, the phased adjustment step size means that the total parameter deviation is equally divided into multiple single adjustable ranges according to the minimum adjustment step size, and each range is not less than the minimum adjustment step size. Adjustment commands are issued segment by segment according to a fixed timing sequence to complete the smooth, continuous, and shock-free correction of the attitude control parameters.

[0120] A phased, smooth adjustment method is adopted to dynamically update the attitude control parameters. For example, the preload parameters of the flexible attitude compensation component in each direction are adjusted first. The parameter adjustment commands are gradually issued according to the calculated adjustment range and direction. The force data of the optical tube and the operating status data of the flexible attitude compensation component are collected in real time through a multi-dimensional sensing and detection unit. After confirming that the component is running stably, there are no abnormal fluctuations in the force, and the parameter values ​​have reached the adjustment benchmark, the same gradient adjustment operation is performed on the benchmark value of the damping coefficient and the damping coefficient correction coefficient of each axis of the electromagnetic attitude stabilization component. The parameter adjustment commands are gradually issued according to the corresponding adjustment range and direction. The operating status of the component is monitored in real time to avoid secondary vibration caused by a sudden change in the parameters of multiple components at one time, and to ensure the transportation stability of the optical tube during the parameter adjustment process.

[0121] This embodiment introduces a light tube transportation protection system based on three-dimensional vibration isolation technology, including a data management module, an attitude control execution module, and a core control module;

[0122] The data management module is used to complete the entire process of path processing, data acquisition and management, and sub-path construction before and during the initial stage of optical tube transportation. Its specific functions include: obtaining the planned route for current optical tube transportation through a geographic information system, extracting relevant route information and generating a unique route identifier; retrieving historical vibration databases to determine if the planned route is the first execution route; when it is the first execution route, collecting vibration characteristic data for each segment along the planned route using a data acquisition vehicle equipped with a MEMS triaxial accelerometer, fiber optic gyroscope, and vibration frequency analyzer, and storing the collected data to generate a corresponding historical vibration dataset; when it is not the first execution route, retrieving the corresponding historical vibration dataset; extracting vibration characteristic parameters for each segment based on the historical vibration dataset, constructing vibration feature vectors, and integrating continuous segments with vibration feature similarity meeting a preset threshold into transportation sub-paths using a cosine similarity algorithm and a greedy clustering algorithm; recording the comprehensive vibration feature vector of each transportation sub-path to provide basic support for subsequent attitude control parameter settings.

[0123] The attitude control execution module has the following specific functions: storing and providing attitude control configuration parameters and rated parameters of the optical tube transportation attitude control device; filtering and extracting control constraint parameters and forming a parameter value constraint table; initializing the attitude control parameters corresponding to each transportation sub-path based on the comprehensive vibration characteristic vector of each transportation sub-path through linear fitting algorithm and frequency response analysis algorithm; comparing with the parameter value constraint table to complete the correction and encapsulating it into a structured parameter set; composed of a three-dimensional vibration isolation core module, an installation and adaptation mechanism, a multi-dimensional sensing and detection unit, and a parameter control core unit, it realizes the buffering and energy attenuation of vibrations in all directions in three-dimensional space, and completes the precise assembly and fixation of the optical tube and the vehicle-mounted transportation platform; and collecting actual vibration data, optical tube force data, displacement data, and vibration attenuation data in real time during transportation through vibration sensing components, force sensing components, and displacement sensing components, providing real-time data input for subsequent control and early warning.

[0124] The core control module's specific functions include: coordinating the collaborative operation of all modules, retrieving attitude control parameters for each transportation sub-path, and establishing a collaborative linkage mechanism with the vehicle-mounted transportation platform and the optical tube transportation attitude control device; determining the current transportation sub-path of the optical tube based on location information, receiving multi-dimensional sensor detection data to conduct vibration deviation analysis, and determining whether there are historical deviations in the current transportation sub-path; generating and dynamically correcting the speed constraint range of the current transportation sub-path based on historical vibration data and real-time vibration data, and coordinating with the vehicle-mounted transportation platform to adjust the driving speed; when historical deviations are determined to exist, triggering the update of the historical vibration dataset and the dynamic update of the attitude control parameters, optimizing the historical vibration dataset through a fusion update algorithm, and correcting the vibration isolation operation parameters through a phased smooth adjustment method to ensure that the attitude control parameters are accurately adapted to the actual road conditions and avoid secondary vibrations.

[0125] Working principle and its effects:

[0126] This invention focuses on the road vibration characteristics during the vehicle transportation of optical tubes. By precisely matching the attitude stabilization protection strategy with changes in road vibration, it achieves efficient attitude stabilization protection for optical tubes. Its overall workflow takes into account both pre-set adaptation before transportation and dynamic control during transportation, ultimately achieving the core effect of ensuring the safety of optical tube transportation and maintaining stable optical accuracy.

[0127] Before transportation, this invention obtains the planned transportation path for the optical tube, retrieves or collects historical vibration datasets, extracts vibration characteristic parameters of road sections, and divides transportation sub-paths with similar vibration characteristics. Then, combining the hardware constraints of the optical tube transportation attitude control device and the rated parameters of the optical tube, the attitude control parameters corresponding to each sub-path are initialized. This pre-fitting principle allows the attitude control parameters to match the vibration characteristics of each road section in advance, effectively solving the problem that traditional fixed attitude control parameters cannot adapt to the vibration differences under different road conditions, thus improving the targeted nature of attitude stability protection. During transportation, this invention adjusts the optical tube to the preset attitude and starts transportation, collecting data in real time. The actual vibration data of the preceding sub-path is used to determine whether there are historical deviations in road condition vibration by quantifying the comprehensive vibration deviation value, and then dynamically correcting the speed constraint range. At the same time, after marking abnormal sub-paths, the historical vibration dataset and corresponding vibration isolation operation parameters are updated synchronously. This dynamic control principle can adapt to the systematic changes in road condition vibration in real time, avoid the impact of vibration shock and secondary vibration on the optical tube, and further enhance the adaptability and reliability of attitude stability protection. Among them, the attitude compensation and stabilization function of the optical tube transportation attitude control device for X, Y and Z axis vibration can reduce the damage of vibration interference to the optical tube structure and optical accuracy from the root.

[0128] In summary, this invention achieves precise matching between attitude stabilization protection strategy and road vibration characteristics throughout the entire process. It not only effectively solves the problems of poor adaptability and inadequate protection effect of traditional vibration isolation methods, but also continuously ensures the structural integrity and optical precision stability of optical tubes during transportation. It endows optical tube transportation attitude stabilization protection with self-learning and self-adaptation capabilities, meeting the practical application needs of cross-regional precision transportation of optical tubes.

[0129] The above description is merely a preferred embodiment of the present invention. The scope of protection of the present invention is not limited to the above embodiments. All technical solutions falling within the scope of the present invention's concept are within the scope of protection of the present invention. It should be noted that for those skilled in the art, any improvements and modifications made without departing from the principles of the present invention should also be considered within the scope of protection of the present invention.

Claims

1. A method for protecting optical tubes during transportation based on three-dimensional vibration isolation technology, characterized in that, include: Obtain the planned route for the current optical tube transportation, and extract the vibration characteristic parameters of each segment of the planned route based on the historical vibration dataset of the planned route. Divide the planned route into various transportation sub-routes and generate a comprehensive vibration feature vector for each transportation sub-routes. Based on the comprehensive vibration characteristic vector of each transport sub-path and the adjustment constraint parameters of the attitude control parameters, the attitude control parameters corresponding to each transport sub-path of the optical tube transport attitude control device are initialized. Adjust the optical tube to the preset transportation posture, and start the optical tube vehicle transportation operation based on the posture control parameters of each transportation sub-path; During transportation, the actual vibration data of the current transportation sub-path is collected in real time, the real-time vibration characteristic parameters are extracted, and the dimensional deviation value and dimensional deviation rate of each real-time vibration characteristic parameter are calculated. The comprehensive vibration deviation value of the current transportation sub-path is quantified, and it is determined whether there is a historical deviation in the current transportation sub-path, so as to generate and correct the speed constraint range of the current transportation sub-path. If the current transportation sub-path has historical deviations, it is marked as an abnormal transportation sub-path. Based on the real-time vibration data and comprehensive vibration deviation value of each abnormal transportation sub-path in the planned path, the historical vibration dataset of the planned path is updated, and the attitude control parameters corresponding to the current abnormal transportation sub-path are dynamically updated simultaneously. The steps for initializing the attitude control parameters for each transport sub-path of the optical tube transport attitude control device include: Retrieve attitude control configuration parameters, optical tube rated parameters, and comprehensive vibration feature vectors of each transport sub-path. Map the optical tube rated parameters to the [0,1] interval and construct a basic data association set using the transport sub-path identifier as the unique index key. From the attitude control configuration parameters, filter and extract the adjustment constraint parameters of the attitude control parameters. The adjustment constraint parameters are used to limit the value boundaries and minimum adjustment step size of each attitude control parameter. Using the transportation sub-path identifier as an index, vibration characteristic parameters are extracted from the comprehensive vibration characteristic vector of each transportation sub-path from the basic data association set; The vibration characteristic parameters, optical tube rated parameters, and parameter value constraint tables of each transport sub-path are called up, and the initial values ​​of the attitude control parameters are calculated by linear fitting algorithm and frequency response analysis algorithm respectively; the attitude control parameters include the operating parameters of the flexible attitude compensation component and the operating parameters of the electromagnetic attitude stabilization component. Calculate the deviation between each initial value and the upper and lower limits of the attitude control parameter values, and correct the initial values ​​of the attitude control parameters based on the minimum adjustment step size to generate corrected attitude control parameter values. Associate these values ​​with the corresponding transportation sub-paths to construct a structured attitude control parameter set for the transportation sub-paths. The optical tube transport attitude control device refers to a vibration control device used to counteract the multi-dimensional vibration interference generated in the X-axis horizontal direction, Y-axis horizontal direction and Z-axis vertical direction during the vehicle transport of the optical tube. It consists of a three-dimensional vibration isolation core module, an installation and adaptation mechanism, a multi-dimensional sensing and detection unit and a parameter adjustment core unit. The three-dimensional vibration isolation core module includes a vertical flexible attitude compensation component, an X-axis horizontal flexible attitude compensation component, a Y-axis horizontal flexible attitude compensation component, and a multi-directional electromagnetic attitude stabilization component, used to buffer and attenuate vibrations in all directions within three-dimensional space; the installation adapter mechanism is used to establish the connection between the optical tube transportation attitude control device and the vehicle-mounted transportation platform and the optical tube-mounted two-dimensional turntable; the multi-dimensional sensing and detection unit includes a vibration sensing component, a force sensing component, and a displacement sensing component, used to collect operating data during transportation; the parameter control core unit is used to receive the operating data transmitted by the multi-dimensional sensing and detection unit and to preset, calibrate, and adjust the attitude control parameters of the optical tube transportation attitude control device.

2. The optical tube transportation protection method based on three-dimensional vibration isolation technology as described in claim 1, characterized in that, The steps for dividing the planned route into its various transportation sub-routes include: Extract the planned route of the current optical tube transportation, obtain the road segment distribution, road type labeling and route topology relationship of the planned route, and generate the route identifier of the planned route; The historical vibration database of optical tube transportation is searched based on the path identifier to determine whether the current planned path of optical tube transportation is the first execution path. If so, the data collection vehicle is started to collect the vibration dataset of the planned path and store it in the historical vibration database according to the path identifier, location information and collection timestamp. If not, the corresponding historical vibration dataset is retrieved from the historical vibration database. Based on the historical vibration dataset, historical vibration data for each segment of the planned route is extracted, and vibration characteristic parameters for each segment are extracted through time-domain statistical analysis. After standardizing and normalizing all vibration characteristic parameters, structured encapsulation is performed to construct the vibration characteristic vector for each segment. For all road segments within the planned path, the dot product of the vibration feature vectors of any two road segments is calculated one by one. The product of the magnitudes of the two vibration feature vectors is then normalized to obtain the road segment similarity between road segments. Continuous road segments with a similarity greater than a preset similarity threshold in the planned route are integrated to form transportation sub-routes. At the same time, the comprehensive vibration feature vector of each transportation sub-routes is calculated and recorded by fusing vibration feature vectors.

3. The optical tube transportation protection method based on three-dimensional vibration isolation technology as described in claim 1, characterized in that, The step of determining whether the current transportation sub-path has historical deviations includes: The attitude control parameters of each transportation sub-path are retrieved and sent to the corresponding execution components, so that the optical tube can start vehicle transportation under the preset transportation attitude and collect actual vibration data. By combining the location information of the actual vibration data, the current transport sub-path of the optical tube is continuously determined, and the historical vibration data corresponding to the current transport sub-path is retrieved from the historical vibration database. Based on the location information, the actual vibration data is aligned with the historical vibration data. Configure a monitoring window, and within the monitoring window, count the cumulative deviation between real-time vibration data and corresponding historical vibration data. If the deviation exceeds the preset cumulative deviation threshold, trigger vibration deviation analysis to quantify the comprehensive vibration deviation value of the current transportation sub-path. Configure a deviation judgment threshold. If the comprehensive vibration deviation value is greater than the deviation judgment threshold, it is determined that there is a potential deviation anomaly in the current transportation sub-path. The duration of the state determined to be a potential deviation anomaly is statistically analyzed. If the duration of the potential deviation anomaly is greater than the deviation duration threshold, it is determined that there is a historical deviation in the current transportation sub-path.

4. The optical tube transportation protection method based on three-dimensional vibration isolation technology as described in claim 3, characterized in that, The specific steps for quantifying the overall vibration deviation value of the current transportation sub-path include: Based on the actual vibration data that has been collected, and combined with location information, the real-time vibration data is divided into time-series segments, and real-time vibration characteristic parameters are extracted. The historical vibration feature parameter set corresponding to the transportation sub-path is retrieved from the historical vibration database. The real-time vibration feature parameters extracted in segments are matched with the historical vibration feature parameters to construct a comparison dataset. The real-time vibration characteristic parameters in the dataset are compared with the historical vibration characteristic parameters by standardization and normalization. Based on the feature parameters in the comparison dataset, calculate the dimensional deviation value and dimensional deviation rate between the real-time vibration feature parameters and the historical vibration feature parameters dimension by dimension, and construct the dimensional deviation dataset. Based on the dimensionality deviation dataset, and combining the influence weights of each vibration characteristic parameter on the protection of optical tube transportation, a weighted summation algorithm is used to calculate the comprehensive vibration deviation value of the current transportation sub-path.

5. The optical tube transportation protection method based on three-dimensional vibration isolation technology as described in claim 1, characterized in that, The step of generating and correcting the speed constraint interval of the current transport sub-path includes: Obtain the comprehensive vibration feature vector of historical vibration data of the current transportation sub-path. For each type of vibration feature parameter, preset multi-level quantization intervals to determine the path vibration level to which each type of vibration feature parameter belongs. Based on consensus-based judgment rules, the target path vibration level of the current transportation sub-path is obtained; the initial driving speed constraint range is configured through a speed mapping table. Associate the configured initial driving speed constraint range with the current transportation sub-path identifier to obtain the historical deviation judgment results of the current transportation sub-path; If a historical deviation is determined, the initial driving speed constraint range is corrected based on the real-time path vibration level. The real-time vibration feature parameter set is obtained based on the real-time vibration feature vector of the current transportation sub-path. The real-time path vibration level of the current sub-path is re-matched to determine the target speed constraint range of the current transportation sub-path. If it is determined that there is no historical deviation, the real-time vibration data of the current transportation sub-path is continuously collected to determine whether there is any potential deviation anomaly; if so, the preset minimum speed adjustment step size is retrieved, and the upper and lower limits of the current driving speed constraint range are synchronously gradient-adjusted as the target speed constraint range of the current transportation sub-path.

6. The optical tube transportation protection method based on three-dimensional vibration isolation technology as described in claim 1, characterized in that, The steps for updating the historical vibration dataset of the planned path include: If the current transportation sub-path has historical deviations, then mark the transportation sub-path as an abnormal transportation sub-path; retrieve the real-time vibration data, comprehensive vibration deviation value, and dimension deviation rate of real-time vibration characteristic parameters of all abnormal transportation sub-paths marked as abnormal in the planned path, as well as the historical vibration data of all abnormal transportation sub-paths in the planned path. Real-time vibration data is spatiotemporally aligned with historical vibration data. The comprehensive vibration deviation value of the current abnormal transportation sub-path is standardized and transformed to obtain the standardized comprehensive vibration deviation value. It is then divided into multi-level continuous numerical intervals, and the corresponding real-time vibration data benchmark weight coefficient is assigned to each numerical interval. After standardizing and normalizing the dimensional deviation rate of each real-time vibration characteristic parameter dimension of the abnormal transportation sub-path, the deviation contribution of the real-time vibration characteristic parameter dimension to the overall comprehensive vibration deviation is calculated. By combining the baseline weight coefficients of real-time vibration data with the contribution of deviations in each dimension, the fusion weights of real-time vibration data in each core feature parameter dimension are calculated to form a dimensional fusion weight table of real-time vibration data for each abnormal transportation sub-path. Based on the dimension fusion weight table, a weighted fusion calculation is performed on the real-time vibration data and historical vibration data after spatiotemporal alignment in each abnormal transportation sub-path to obtain the fused vibration data of each abnormal transportation sub-path, and then the historical vibration dataset of the planned path is further updated.

7. The optical tube transportation protection method based on three-dimensional vibration isolation technology as described in claim 1, characterized in that, The step of dynamically updating the attitude control parameters corresponding to the current abnormal transportation sub-path includes: When it is determined that there is a historical deviation in the current transport sub-path, the real-time vibration characteristic parameters, optical tube rated parameters and parameter value constraint table of the current abnormal transport sub-path are called, and the initial values ​​of each attitude control parameter are calculated one by one according to the component type, which are used as the target values ​​of the attitude control parameters of the abnormal transport sub-path. The target values ​​of each attitude control parameter are compared and verified with the upper and lower limits of the parameter value constraint table, and the target values ​​of the attitude control parameters are corrected accordingly. Based on the initial values ​​of the attitude control parameters of the current abnormal transportation sub-path, calculate the parameter deviation between the initial value and the target value of each attitude control parameter, and determine the adjustment direction and adjustment range of each attitude control parameter. Based on the preset minimum adjustment step size in the parameter value constraint table, it is determined whether the adjustment range corresponding to the parameter deviation meets the minimum adjustment step size requirement. This is used to generate a phased adjustment step size, so as to dynamically update the attitude control parameters by adopting a phased smooth adjustment method for components.

8. A protective system for optical tube transportation based on three-dimensional vibration isolation technology, implemented according to any one of claims 1-7, characterized in that, It includes a data management module, an attitude control execution module, and a core control module; The data management module is used to collect or retrieve historical vibration datasets of the planned path, extract vibration characteristic parameters of each segment of the planned path, divide the planned path into various transportation sub-paths, and generate a comprehensive vibration characteristic vector for each transportation sub-path. The attitude control execution module is used to initialize the attitude control parameters corresponding to each transportation sub-path of the optical tube transportation attitude control device. The core control module is used to receive the real-time collected actual vibration data of the current transportation sub-path during the optical tube vehicle transportation process, extract real-time vibration characteristic parameters, quantify the comprehensive vibration deviation value of the current transportation sub-path, determine whether there is a historical deviation in the current transportation sub-path, so as to generate and correct the speed constraint interval of the current transportation sub-path and update the historical vibration dataset and attitude control parameters of the planned path. The steps for initializing the attitude control parameters for each transport sub-path of the optical tube transport attitude control device include: Retrieve attitude control configuration parameters, optical tube rated parameters, and comprehensive vibration feature vectors of each transport sub-path. Map the optical tube rated parameters to the [0,1] interval and construct a basic data association set using the transport sub-path identifier as the unique index key. From the attitude control configuration parameters, filter and extract the adjustment constraint parameters of the attitude control parameters. The adjustment constraint parameters are used to limit the value boundaries and minimum adjustment step size of each attitude control parameter. Using the transportation sub-path identifier as an index, vibration characteristic parameters are extracted from the comprehensive vibration characteristic vector of each transportation sub-path from the basic data association set; The vibration characteristic parameters, optical tube rated parameters, and parameter value constraint tables of each transport sub-path are called up, and the initial values ​​of the attitude control parameters are calculated by linear fitting algorithm and frequency response analysis algorithm respectively; the attitude control parameters include the operating parameters of the flexible attitude compensation component and the operating parameters of the electromagnetic attitude stabilization component. Calculate the deviation between each initial value and the upper and lower limits of the attitude control parameter values, and correct the initial values ​​of the attitude control parameters based on the minimum adjustment step size to generate corrected attitude control parameter values. Associate these values ​​with the corresponding transportation sub-paths to construct a structured attitude control parameter set for the transportation sub-paths. The optical tube transport attitude control device refers to a vibration control device used to counteract the multi-dimensional vibration interference generated in the X-axis horizontal direction, Y-axis horizontal direction and Z-axis vertical direction during the vehicle transport of the optical tube. It consists of a three-dimensional vibration isolation core module, an installation and adaptation mechanism, a multi-dimensional sensing and detection unit and a parameter adjustment core unit. The three-dimensional vibration isolation core module includes a vertical flexible attitude compensation component, an X-axis horizontal flexible attitude compensation component, a Y-axis horizontal flexible attitude compensation component, and a multi-directional electromagnetic attitude stabilization component, used to buffer and attenuate vibrations in all directions within three-dimensional space; the installation adapter mechanism is used to establish the connection between the optical tube transportation attitude control device and the vehicle-mounted transportation platform and the optical tube-mounted two-dimensional turntable; the multi-dimensional sensing and detection unit includes a vibration sensing component, a force sensing component, and a displacement sensing component, used to collect operating data during transportation; the parameter control core unit is used to receive the operating data transmitted by the multi-dimensional sensing and detection unit and to preset, calibrate, and adjust the attitude control parameters of the optical tube transportation attitude control device.

Images