Method and system for repairing broken strands of ground wire based on dual unmanned aerial vehicle system

Abstract

This invention relates to the field of intelligent operation and maintenance technology, specifically to a method and system for repairing broken strands in conductor ground wires based on a dual-UAV system. The method includes the following steps: acquiring the contact point and trajectory vector of the sliding rail; extracting the direction change markers to indicate the propulsion trend; comparing the sliding with the leading edge direction to adjust the attitude; matching the propulsion rhythm to identify lag responses; delaying the sliding start point; and triggering a pressing process after the path enters the broken strand area to achieve a reconnected and closed state at the broken strand location. In this invention, the propulsion rhythm is controlled by the linkage between the sliding path trend markers and the direction vector. The pressing action is automatically and synchronously triggered based on the path lag characteristics, avoiding rhythmic disorder and structural displacement in the broken strand area. The sliding and pressing processes form a temporal correlation, and the end aluminum wire completes the closure treatment within the contact area. The path rhythm and action feedback remain consistent, and the pressing process requires no additional alignment intervention, reducing the risk of sliding error interference and structural disturbance, and enhancing the rhythm coordination and closure continuity in broken strand repair.

Description

Technical Field

[0001] This invention relates to the field of intelligent operation and maintenance technology, and in particular to a method and system for repairing broken strands in conductors and ground wires based on a dual unmanned aerial vehicle (UAV) system. Background Technology

[0002] The field of intelligent operation and maintenance technology involves monitoring the status of critical power system facilities, diagnosing anomalies, and rapidly responding to incidents using methods such as perception and recognition, autonomous control, and remote execution. Its core aspects include target equipment status acquisition, data communication transmission, remote control of unmanned equipment, flight path planning, and coordinated execution actions. The overall approach utilizes methods such as laser point cloud modeling, visual recognition guidance, autonomous flight path control, and multi-aircraft coordinated operations to achieve continuous operation and maintenance and emergency response for power equipment such as transmission lines under energized conditions. Among these methods, the traditional conductor / ground wire strand breakage repair method refers to the repair of conductor / ground wire strands that occur during the operation of overhead transmission lines. Reinforcement is typically achieved through manual tower climbing operations. Specifically, workers carry insulated tools to the broken strand and manually wrap the aluminum strand, then use a crimping sleeve for physical fixation. Alternatively, a helicopter can be used to carry personnel to the conductor / ground wire's hovering position for repair. Another method involves manually attaching a repair robot to the conductor / ground wire and then moving it to the fault location to perform the wrapping. These methods usually include manually identifying the broken strand, using tools to pull the repair wire, manually or using a robot to wrap the broken conductor / ground wire, and then crimping it with a metal tube. The entire process involves complex operating environments, high precision requirements, and a high degree of personnel involvement.

[0003] Existing technologies rely on manual judgment of the sliding progress and contact status to control the pace of strand interruption handling. Rhythm fluctuations during the slide rail advancement cannot be perceived in real time, and path positioning and pressing control lack synchronous linkage. Once the strand breakage position deviates from the path or the pace becomes out of balance, the pressing operation is prone to premature triggering or delayed lag, resulting in uneven stress on the contact area or deviation in the sealing effect. Pressing is performed before the path is fully aligned, causing a decrease in pressing accuracy and instability in the sealing state. The feedback pace of the strand breakage handling process is limited by the response time difference, and there is a lack of a dynamic closing adjustment mechanism between sliding and pressing, which can easily lead to the accumulation of sliding errors and interruption of action, resulting in repeated repairs or node failures, affecting continuous operation efficiency and structural consistency. Summary of the Invention

[0004] To address the technical problems existing in the prior art, embodiments of the present invention provide a method for repairing broken strands in conductor ground wires based on a dual unmanned aerial vehicle system; To achieve the above objectives, the present invention adopts the following technical solution: a method for repairing broken strands in conductors and ground wires based on a dual-UAV system, comprising the following steps: S1: Obtain the contact point number and trajectory vector of the slide rail during the aluminum wire traction process, read the direction vector corresponding to the time point in the order of the timestamp, and compare the direction changes to obtain the slide rail deviation trend mark; S2: Based on the deflection trend mark of the slide rail, extract the direction vector of the leading edge of the propulsion end of the traction UAV and the sliding direction vector of the aluminum wire. The second cooperative UAV senses the sliding state and feeds back the direction difference, and drives the propeller to deflect the angle to obtain the stable state of the propulsion direction. S3: Based on the stable state of the propulsion direction, the corresponding node response time interval is matched with the continuous propulsion rhythm of the aircraft to obtain the track action lag identification mark; S4: Based on the slide rail motion lag identification mark, retrieve the motion response content within the corresponding time period, compare the order of instruction input and feedback time, control the actuator to delay the start action of sliding response, drive the sliding process according to the lag rhythm, and obtain the slide rail buffer record item. S5: Based on the slide rail buffer record, continuously track the aluminum wire sliding path. After the winding path fits into the broken strand contact area, start the pressing process of the end aluminum wire in the contact area to obtain the broken strand position reconnection and closure state.

[0005] As a further embodiment of the present invention, the slide rail bias trend marker includes a trajectory direction value sequence, a direction label sequence, and a bias consistency discrimination result; the propulsion direction stability state includes the propeller angle adjustment amount, the sliding direction calibration value, and the stable propulsion vector; the slide rail action lag identification marker includes a response rhythm deviation value, a lag section number, and a propulsion inconsistency marker; the slide rail buffer record item includes a sliding response delay time, a delayed response trigger point, and a buffer sliding path; and the broken strand position reconnection closure state includes a path closure structure, a winding and fitting position, and a pressing area completion state.

[0006] As a further aspect of the present invention, the propulsion end leading edge direction vector refers to the three-dimensional direction vector formed by the actual motion direction of the propulsion end leading edge in space during the propulsion process of the traction aircraft. The aluminum wire sliding direction vector refers to the average motion direction vector calculated from the position changes of adjacent contact points during the sliding process of the aluminum wire on the surface of the slide rail or conductor.

[0007] As a further aspect of the present invention, the thruster deflection attitude refers to the thruster orientation state formed after spatially turning the thruster nozzle and the angle structure according to the offset relationship between the thruster end leading edge direction vector and the aluminum wire sliding direction vector. The continuous propulsion rhythm of the aircraft refers to the rhythmic pattern of the continuous propulsion action of the aircraft on the time axis under a stable propulsion direction.

[0008] As a further aspect of the present invention, the specific steps of S1 are as follows: S101: Obtain the contact point number of the slide rail and the corresponding trajectory vector during the aluminum wire traction process. Extract the angle change value of adjacent vectors in the continuous number segment according to the number order, and arrange the direction change information corresponding to the number segment into a data sequence in order to obtain the trajectory direction change value sequence. S102: Based on the trajectory direction change value sequence, collect the traction process timestamp sequence, locate the direction change value according to the contact point number corresponding to the timestamp, extract the direction change trend of each segment in the order of number continuity, and obtain the number segment direction change trend set; S103: Based on the set of directional change trends of the numbered segments, identify the directional trend characteristics of each segment, assign unified directional information to numbered segments with consistent directions, assign unstable state identifiers to numbered segments with continuous changes, and add corresponding directional results to the numbering range of each contact point to obtain the slide rail bias trend mark.

[0009] As a further aspect of the present invention, the specific steps of S2 are as follows: S201: Based on the rail bias trend mark, extract the direction vector of the leading edge of the propulsion end of the traction aircraft and the sliding direction vector of the aluminum wire, compare the direction angle of the direction vector, identify the direction offset state between the vectors, and obtain the direction offset angle information. S202: Based on the direction offset angle information, drive the thruster angle structure to adjust the angle in response to the offset direction, rotate the thruster angle in space toward the aluminum wire sliding direction, and output the angle value after deflection as the angle state parameter to obtain the thruster angle deflection information; S203: Based on the thruster angle deflection information, control the thruster nozzle direction to change synchronously, align the angular relationship between the monitored nozzle direction and the aluminum wire sliding direction vector, extract the corresponding state data when the direction change is consistent, and repeat the adjustment and trigger calibration to obtain a stable thrust direction state.

[0010] As a further aspect of the present invention, the specific steps of S3 are as follows: S301: Based on the stable state of the propulsion direction, monitor the trigger number sequence in the response rhythm of the slide rail node, extract the response sequence relationship between adjacent nodes in the number sequence, and describe the response order timing according to the trigger time sampling interval to obtain the node trigger time sequence; S302: Based on the node trigger time sequence, collect the propulsion rhythm time points in the continuous propulsion action sequence of the aircraft, compare the propulsion action timing with the corresponding node trigger time, identify the difference between the propulsion action and the node response, and obtain the node propulsion time comparison sequence. S303: Based on the node advancement time comparison sequence, determine the segments where the sliding rail node response rhythm advancement action has a delayed relationship, extract the node number range that failed to keep in sync with the advancement rhythm, and obtain the sliding rail action lag identification mark.

[0011] As a further aspect of the present invention, the specific steps of S4 are as follows: S401: Based on the slide rail action lag identification mark, call the action response data frame of the slide rail structure within the time period, compare the instruction input time point and action response time point corresponding to the slide rail node, determine the order status of the instruction sequence and response sequence according to the time sequence relationship, and obtain the instruction response timing deviation status. S402: Based on the command response timing deviation state, adjust the timing of the start time parameter of the sliding action in the slide rail structure, and synchronously update the time identifier of the corresponding action segment to obtain the sliding action start delay state; S403: Based on the delayed state of the sliding action, control the sliding action within the slide rail structure to respond sequentially at the current starting time point, map the duration of the sliding action within the time period, and obtain the slide rail buffer record item.

[0012] As a further aspect of the present invention, the specific steps of S5 are as follows: S501: Based on the slide rail buffer record item, monitor the spatial position change of the aluminum wire sliding path in a continuous time slice, compare the path coordinates with the spatial range of the broken strand area, analyze whether the sliding trajectory enters the time interval of the broken strand area, and obtain the broken strand contact path status. S502: Based on the state of the broken strand contact path, monitor the running sequence of the winding action on the time axis of the end path, determine the continuity of the angle change sequence of the winding trajectory, identify whether the winding action has completed the closed direction, and obtain the spiral closed running state. S503: Based on the spiral closed operation state, detect the contact position relationship between the winding path and the broken strand contact end, drive the pressing actuator to press the end aluminum wire in the contact area, and verify the contact pattern in the pressing area to obtain the broken strand position reconnection closed state.

[0013] A dual-UAV-based system for repairing broken strands in conductors and ground wires includes: The trajectory perception module acquires the contact point number and trajectory vector of the slide rail during the aluminum wire traction process, reads the direction vector corresponding to the time point in the order of timestamp, and obtains the slide rail deviation trend mark by comparing the direction changes. Based on the deflection trend marker of the slide rail, the propulsion correction module extracts the direction vector of the leading edge of the propulsion end of the traction UAV and the direction vector of the aluminum wire sliding. The second cooperating UAV senses the aluminum wire sliding state in real time and feeds back the direction difference information. The cooperating direction of the two UAVs is compared and the propulsion unit is driven to adjust the deflection angle and propel along the slide rail direction to obtain a stable propulsion direction. The node rhythm recognition module, based on the stable state of the propulsion direction, compares the node response time intervals during the propulsion process with the continuous propulsion rhythm of the aircraft to obtain the track action lag recognition mark; Based on the slide rail motion lag identification mark, the response buffer control module calls the slide rail motion response record within the corresponding time period, compares the records according to the order of command input and feedback time, delays the start time of the sliding response, and obtains the slide rail buffer record item along the lag rhythm sliding process. The end-pressing execution module continuously tracks the aluminum wire sliding path based on the slide rail buffer record. After the path enters the broken strand position, the winding path is attached to the broken strand contact area, and the end aluminum wire pressing process in the contact area is started to obtain the broken strand position reconnection and closure state.

[0014] Compared with the prior art, the advantages and positive effects of the present invention are as follows: In this invention, the advancement rhythm is controlled by the linkage between the sliding path trend marker and the direction vector. The pressing action is automatically and synchronously triggered based on the path lag characteristics, avoiding rhythm disorder and structural displacement in the broken strand area. The sliding and pressing processes form a temporal correlation, and the end aluminum wire completes the sealing treatment in the contact area. The path rhythm and action feedback are consistent, and the pressing process does not require additional alignment intervention, reducing the risk of sliding error interference and structural disturbance, and enhancing the rhythm coordination and sealing continuity in broken strand repair. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the steps of the present invention; Figure 2 This is a detailed schematic diagram of S1 of the present invention; Figure 3 This is a detailed schematic diagram of S2 of the present invention; Figure 4 This is a detailed schematic diagram of S3 of the present invention; Figure 5 This is a detailed schematic diagram of S4 of the present invention; Figure 6 This is a detailed schematic diagram of S5 of the present invention; Figure 7 This is a system module diagram of the present invention. Detailed Implementation

[0017] The technical solution of the present invention will now be described with reference to the accompanying drawings.

[0018] In embodiments of the present invention, words such as "exemplarily," "for example," etc., are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" in the present invention should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of the word "exemplary" is intended to present the concept in a concrete manner. Furthermore, in embodiments of the present invention, the meaning expressed by "and / or" can be both, or either one.

[0019] In the embodiments of this invention, the terms "image" and "picture" may sometimes be used interchangeably. It should be noted that, without emphasizing the distinction between them, their intended meanings are consistent. Similarly, the terms "of," "corresponding (relevant)," and "corresponding" may sometimes be used interchangeably. It should be noted that, without emphasizing the distinction between them, their intended meanings are consistent.

[0020] In this embodiment of the invention, sometimes a subscript such as W1 may be written in a non-subscript form such as W1. When the difference is not emphasized, the meaning they express is the same.

[0021] To make the technical problems, technical solutions and advantages of the present invention clearer, a detailed description will be given below in conjunction with the accompanying drawings and specific embodiments.

[0022] Please see Figure 1 This invention provides a method for repairing broken strands in conductors and ground wires based on a dual-UAV system, comprising the following steps: S1: Obtain the contact point number of the slide rail and the corresponding trajectory vector during the aluminum wire traction process, extract the trajectory direction value of the continuous number segment, call the timestamp sequence to compare the vector direction, analyze the continuity of the direction change, identify whether the direction change remains continuous and consistent, extract the corresponding direction label, and obtain the slide rail bias trend mark. S2: Based on the slide rail bias trend mark, extract the direction vector of the leading edge of the propulsion end of the traction aircraft and the sliding direction vector of the aluminum wire. The second cooperative UAV senses the sliding state of the aluminum wire in real time and feeds back the direction difference information. By comparing the direction difference of the two vectors, the propulsion angle structure is driven to deflect in the sliding direction and synchronously propulse in a straight line along the guide direction of the slide rail to obtain the stable state of the propulsion direction. S3: Based on the triggering sequence of the response rhythm of the slide rail nodes in the stable state of the propulsion direction, match the response triggering time interval between the slide rail nodes with the continuous propulsion action sequence of the aircraft, determine whether there is a sequential deviation between the rhythms, filter out the section numbers of the slide rail nodes that cannot follow the propulsion of the aircraft, and obtain the slide rail action lag identification mark. S4: Based on the slide rail motion lag identification mark, call the motion response record of the slide rail structure within the time period, compare the input order of the command with the execution feedback time point, and after detecting that the response order is later than the input order, delay the start time of the sliding motion response in the slide rail structure, slide along the lag trend, and obtain the slide rail buffer record item. S5: Based on the slide rail buffer record item, monitor whether the aluminum wire sliding path enters the broken strand position, identify whether the end path winding action has completed the spiral closed structure operation process, and after the winding path and the broken strand contact end are attached, start the pressing process of the end aluminum wire in the contact area to obtain the broken strand position reconnection and closure state.

[0023] The slide rail bias trend marker includes the trajectory direction value sequence, direction label sequence, and bias consistency judgment result. The propulsion direction stability status includes the propeller angle adjustment amount, sliding direction calibration value, and stable propulsion vector. The slide rail motion lag identification marker includes the response rhythm deviation value, lag section number, and propulsion inconsistency marker. The slide rail buffer record item includes the sliding response delay time, delayed response trigger point, and buffer sliding path. The broken strand position reconnection closure status includes the path closure structure, winding and bonding position, and pressing area completion status.

[0024] Please see Figure 2 The specific steps of S1 are as follows: S101: Obtain the contact point number of the slide rail and the corresponding trajectory vector during the aluminum wire traction process. Extract the angle change value of adjacent vectors in the continuous number segment according to the number order, and arrange the direction change information corresponding to the number segment into a data sequence in order to obtain the trajectory direction change value sequence. First, during the aluminum wire traction process, all contact points on the slide rail surface are numbered. Each number is arranged sequentially from the starting point to the ending point according to the direction of aluminum wire movement. For example, contact points numbered 1 to 20 are sequentially obtained on the slide rail. The displacement vector between each pair of adjacent contact points is calculated using the contact point coordinates (e.g., point 1 is x1, y1, z1, point 2 is x2, y2, z2). That is, vector V1 is obtained from point 1 to point 2, vector V2 is obtained from point 2 to point 3, and so on. After all vectors are extracted, the angle change values ​​between adjacent vectors within consecutive numbered segments are extracted according to the numbering order. For numbered segments such as 3 to 7, the corresponding vectors are V3, V4, V5, and V6. The angles G1 between V3 and V4, G2 between V4 and V5, and G3 between V5 and V6 are calculated. Each angle change value is obtained through the vector dot product relationship, that is, the components of adjacent vectors are called during the calculation process, and the x, y, and z components are calculated separately. The product and sum are then calculated, followed by the product of the magnitudes of the two vectors. The ratio of the two parts is then calculated, and finally, the inverse cosine is applied to obtain the angle value. After the angle calculation is completed, the angle change values ​​are filtered. If the angle value is less than 10, it is marked as slight deflection; if it is between 10 and 30, it is marked as moderate deflection; and if it is greater than 30, it is marked as significant deflection. The numerical range here is set according to the allowable deflection limit during the movement of the aluminum wire. Deflection exceeding 30 is considered to be a sudden change in trajectory. In practice, a large number of experiments were conducted to obtain statistical data on the correlation between deflection angle and traction stability, confirming that 30 degrees is the upper limit. The angle sequence is the direction change information. Finally, all angle values ​​are arranged in the original numbering order. For example, for numbering segments 3 to 7, the corresponding angle change value sequence is G1, G2, G3. This sequence represents the continuous change of trajectory direction in this numbering segment, thus obtaining the trajectory direction change value sequence.

[0025] S102: Based on the trajectory direction change value sequence, collect the traction process timestamp sequence, locate the direction change value according to the contact point number corresponding to the timestamp, extract the direction change trend of each segment in the order of number continuity, and obtain the direction change trend set of numbered segments; First, timestamps are collected at each rail contact point throughout the aluminum wire traction process. The timestamps record the current traction time with millisecond precision; for example, point 1's time is 125, point 2's is 138, and so on. Each contact point is assigned a unique timestamp value. Based on this, the timestamp value corresponding to each number is located by comparing it with the extracted numbers in the direction change value sequence. A bidirectional index is then established to ensure that the direction change value can be quickly located based on the timestamp order. For example, number segments 5 to 10 correspond to timestamps 150 to 210 milliseconds, and the direction change values ​​are G1 to G5. Adjacent direction change value sequences are extracted according to the continuity of the numbers. Then, each direction change trend is treated as an independent analysis object. During the analysis, the increasing or decreasing trend of adjacent direction change values ​​is used for classification. If the increase in value between G1 and G2 exceeds 5 degrees, it is judged as an upward trend; if it decreases by more than 5 degrees, it is judged as a downward trend. When the change in adjacent values ​​is within ±5 degrees, it is classified as a stable fluctuation. The threshold of 5 degrees is set based on the aluminum wire traction guide... To determine the error range, historical data indicates that the allowable error for traction path deflection is within 5 degrees. For example, the sequence of changes in numbers 5 to 10 is 15, 17, 22, 24, 26, showing a gradual increase, thus classified as a continuous upward trend. Another segment, numbers 12 to 17, has changes of 26, 25, 24, 23, 22, 21, showing a gradual decrease, thus classified as a continuous downward trend. During trend identification, three consecutive directional change values ​​are compared. If the signs of the two changes are the same, it is considered a trend in the same direction; if the directions are opposite, it is considered a fluctuating segment. If a sudden increase or decrease of more than 15 degrees occurs in a continuous numbered segment, that segment is further recorded as an abnormal change segment. The 15-degree criterion is derived from a large amount of aluminum wire traction stability data. Segments classified as abnormal points need to be individually marked. Finally, the directional change trends of all numbered segments are organized into multiple continuous trend segments according to their numbering order. Each trend segment is associated with its first and last numbers, timestamp, and directional change sequence, resulting in a set of directional change trends for each numbered segment.

[0026] S103: Based on the set of direction change trends of numbered segments, identify the trend characteristics of each segment, assign unified direction information to numbered segments with consistent direction, assign unstable state identifiers to numbered segments with continuous changes, and add corresponding direction results to the numbering range of each contact point to obtain the slide rail bias trend mark. First, feature identification is performed on each trend segment. The sequence of direction change values ​​in each numbered segment is called sequentially to determine if the direction of change in the sequence is consistent. If the difference between any two adjacent values ​​in the change value sequence has the same sign, it is determined to be a consistent trend. If there are alternating positive and negative changes, it is determined to be a trend with directional disturbance. Taking numbered segments 13 to 18 as an example, the corresponding direction change values ​​are 10, 12, 13, 15, 16, and 18, and the differences between adjacent values ​​are 2, 1, 2, 1, and 2, all positive, therefore the signs are consistent, and this segment is determined to be a consistent trend. Taking numbered segments 22 to 27 as another example, the change values ​​are 14, 13, 15, 14, 16, and 15, and the differences are -1, 2, -1, 2, and -1 respectively, with alternating signs, this segment is determined to be a disturbance. A sign judgment threshold is set in the judgment process. If there are more than two sign changes, it is classified as a disturbance segment. The threshold of two is set based on the calculation results of the aluminum wire deflection tolerance in the traction process, combined with the stability data statistics in the production process. Then, all consistent trend segments are further processed... The direction label is assigned based on the overall trend of the change value. If the increment of the first and last change value is positive, it is marked as "positive"; if the increment is negative, it is marked as "reverse". For example, in numbered segments 13 to 18, the first and last values ​​are 10 to 18, with a difference of 8, so the direction information is set as "positive". If a numbered segment drops from 26 to 18, the direction information is "reverse". For disturbance trend segments, no specific direction is determined, and they are uniformly marked as "disturbance". Then, each numbered range is bound with the corresponding direction information to generate a structured data table. Each row corresponds to a numbered range, start number, end number, direction change trend type, and direction information. For example, numbered segments 13 to 18 correspond to start 13 and end 18, with the type being consistent and the direction being positive. Numbered segments 22 to 27 are disturbances, and the direction information is disturbance. In this way, all numbered segment trend sets are traversed sequentially and the direction information is classified. Finally, all segment number information, their direction trend type, and the marking results are collected to obtain the slide rail bias trend label.

[0027] Please see Figure 3 The specific steps of S2 are as follows: S201: Based on the rail bias trend mark, extract the direction vector of the leading edge of the propulsion end of the traction aircraft and the aluminum wire sliding direction vector, compare the direction vector direction angle, identify the direction offset state between the vectors, and obtain the direction offset angle information. First, the direction markers corresponding to each numbered segment are extracted segment by segment, and the contact point coordinates within their respective numbering intervals are selected. Based on this, the direction vector of the propulsion end leading edge is determined. By extracting the position coordinates of the spacecraft's propulsion end at the start and end of each numbered segment, the difference between the coordinate values ​​of the two points is calculated along three axes: x, y, and z. The differences in these three axes are then combined into a three-dimensional direction vector, which represents the motion direction vector of the propulsion end leading edge within that numbered segment. For example, if the starting point coordinates of a certain numbered segment are... The endpoint is (15, 7, 3), the three-axis differences are 5, 2, and 1, and the leading edge direction vector is (5, 2, 1). Then, the aluminum wire sliding path within this numbered segment is extracted. According to the contact point numbering order, the coordinates of all adjacent contact points are processed by term-by-term difference, and the sliding direction vector is calculated sequentially. For example, the contact point coordinates from point 21 to point 25 in the numbered segment are (11, 4, 2), (13, 6, 2.5), (15, 7, 3), (16, 7.5, 3.2), and (17, 8, 3.5), respectively. The direction between each adjacent pair of points... The vectors are (2, 2, 0.5), (2, 1, 0.5), (1, 0.5, 0.2), and (1, 0.5, 0.3). The average of these vectors is calculated to obtain the average vector of the aluminum wire sliding direction within this numbered segment. Then, the leading edge direction vector of the propulsion end is compared with the aluminum wire sliding direction vector. The component values ​​of the two vectors are retrieved, and their dot product and modulus are calculated. The ratio of the dot product to the modulus product is used to calculate the angle using an inverse cosine function. This angle is the angle between the two vectors, representing the directional offset angle. If the angle is less than 5°... A deviation of 5 degrees is considered minor, between 5 and 15 degrees is considered moderate, and more than 15 degrees is considered severe. This classification threshold is derived from experimental data on the change in contact force of aluminum wires due to the deflection of the aircraft trajectory. The included angle values ​​are calculated independently for multiple numbered segments and recorded uniformly. For example, the included angle calculated for numbered segments 21 to 25 is 13.4 degrees, recorded as moderate deviation, while the included angle for numbered segments 26 to 30 is 3.2 degrees, recorded as minor deviation. In this way, angle analysis is performed on all numbered segments and the directional deviation angle information corresponding to the numbered segments is archived to obtain the directional deviation angle information.

[0028] S202: Based on the direction offset angle information, drive the thruster angle structure to adjust the angle in response to the offset direction, rotate the thruster angle in space toward the aluminum wire sliding direction, and output the angle value after deflection as the angle state parameter to obtain the thruster angle deflection information; First, the directional offset angle value corresponding to each numbered segment obtained in the previous stage is read one by one, and the angle value is bound to the numbered segment identifier. Then, the initial orientation angle of the current thruster is extracted. This initial angle is obtained by recording the existing orientation of the thruster in space, and is usually represented by three independent directional angle values, such as horizontal yaw angle, vertical pitch angle, and lateral rotation angle. During execution, the directional angle that is not related to the aluminum wire sliding direction is fixed first, and only the single directional angle related to the sliding direction is adjusted. In specific execution, the directional offset angle information is used as the adjustment reference value. For example, if the directional offset angle measured for a certain numbered segment is 12, the value is first determined. The value falls within a pre-defined offset angle range of 0 to 5, 5 to 15, and above 15. This range division is determined based on statistical results of the allowable single-rotation amplitude of the thruster structure. 0 to 5 is considered a small adjustment range, 5 to 15 a medium adjustment range, and above 15 a large adjustment range. When the offset angle is 12, it falls within the 5 to 15 range, and a medium adjustment logic is executed. Under this logic, the offset angle is multiplied by an angle response coefficient to obtain the actual rotation angle. The angle response coefficient is set based on the thruster's angle adjustment sensitivity. For example, if sensitivity testing shows that the thruster can stably rotate 0.8 times the original offset angle under a single command, then 0.8... As the angle response coefficient, the actual rotation angle in the example is 12 multiplied by 0.8, resulting in 9.6. This value is used as the adjustment amount for the thruster angle. Then, the positive or negative direction of the directional offset is determined by comparing the relative rotation direction of the thruster's leading edge direction vector and the aluminum wire's sliding direction vector. If the thruster's direction is to the left of the sliding direction, the adjustment direction is set to clockwise; otherwise, it's set to counter-clockwise. During execution, the current thruster angle value and the calculated adjustment amount are algebraically calculated. Clockwise, angle subtraction is performed; counter-clockwise, angle addition is performed. For example, if the current thruster angle is 30°, the adjustment direction is counter-clockwise, and the adjustment amount is 9.6, then... The updated angle value is 39.6. This updated angle value is then recorded as a new angle state parameter. The above judgment, interval division, coefficient calling and value update process is performed independently for each number segment. If the directional offset angle of a certain number segment is 3, falling into the interval of 0 to 5, the angle response coefficient is set to 0.3, corresponding to an actual adjustment angle of 0.9. The same directional judgment and value superposition processing are performed. In the entire process, each angle adjustment result is associated with and stored with the corresponding number segment. Finally, the deflected angle values ​​of all number segments are uniformly organized and output as a continuous angle state parameter set to obtain the thruster angle deflection information.

[0029] S203: Based on the thruster angle deflection information, control the thruster nozzle direction to change synchronously, align the monitoring nozzle direction with the angular relationship between the aluminum wire sliding direction vector, extract the corresponding state data when the direction change is consistent, and repeat the adjustment and trigger calibration to obtain a stable thrust direction state. First, the thruster angle state parameters corresponding to each numbered segment are read one by one, and these parameters are used as the input reference for the current nozzle pointing adjustment. During execution, the real-time orientation angle of the thruster nozzle in space is extracted first. This angle is obtained by recording the deflection relationship between the current nozzle pointing direction and the reference coordinate direction. Then, the current nozzle orientation angle is numerically aligned with the thruster angle deflection value of the corresponding numbered segment. The alignment process is completed by directly updating the current nozzle angle to the target angle value in the thruster angle deflection information. For example, if the thruster angle deflection information of a certain numbered segment is 39.6, then the nozzle direction is adjusted to the spatial orientation corresponding to 39.6. After the change, the sliding direction vector of the aluminum wire within the numbered segment is extracted synchronously. This vector is obtained by summarizing the coordinate differences of consecutive contact points within the numbered segment and taking the portion with consistent direction. Subsequently, the nozzle direction vector and the aluminum wire sliding direction vector are compared item by item. During the comparison process, the direction angle values ​​of the two under the same coordinate axis are first calculated, and then the difference between the two direction angles is calculated to obtain the angle difference between the current nozzle direction and the aluminum wire sliding direction. For example, if the nozzle direction angle is 40° and the aluminum wire sliding direction angle is 42°, then the angle difference is 2. When performing the judgment, a direction consistency judgment range is preset. An angle difference within the range of 0 to 3 is considered as direction consistency, 3 to 8 is considered as slight deviation, and exceeding the range is considered as... An angle difference exceeding 8 is considered a significant deviation. This interval division is determined based on the controllable rotation accuracy of the thruster nozzle and statistical data on the fluctuation of the aluminum wire sliding path. When the angle difference is 2, it falls into the 0 to 3 interval, indicating that the current nozzle direction is consistent with the aluminum wire sliding direction. In this state, the state data corresponding to this numbered segment is extracted. The state data consists of the thruster angle value, nozzle direction angle value, aluminum wire sliding direction angle value, and the corresponding numbered segment identifier. Then, the above nozzle angle alignment, direction vector comparison, and angle difference judgment process is repeated for the next numbered segment. If the angle difference in a certain numbered segment is 5, it falls into the 3 to 8 interval. The state data extraction operation is not performed, and the recording step is skipped and the process continues. In the next step, if the angle difference is between 0 and 3 in multiple consecutive numbered segments, the corresponding state data is extracted and recorded sequentially. For example, if the angle differences in numbered segments 31 to 35 are 2, 1.5, 2.2, 2.8, and 1.9 respectively, all of which meet the consistency condition, the state data of these five numbered segments are continuously collected. During the collection process, the state data is arranged according to the number order to form a continuous state record segment. At the end of the execution, all the recorded state data are uniformly sorted out, and the state set in which the nozzle direction and the aluminum wire sliding direction are consistent within the continuous numbered segments is selected. Finally, this set is marked as a stable state record and output to obtain the stable state of the propulsion direction.

[0030] Please see Figure 4 The specific steps of S3 are as follows: S301: Based on the stable state of the propulsion direction, monitor the trigger number sequence in the response rhythm of the slide rail node, extract the response order relationship of adjacent nodes in the number sequence, and describe the response sequence according to the trigger time sampling interval to obtain the node trigger time sequence; First, the corresponding slide rail node trigger records are extracted segment by segment from the numbered segments already marked as stable. These trigger records are indexed by the contact point number. Whenever the propulsion direction is stable, the slide rail node within the corresponding numbered segment will generate a clear trigger signal. During execution, all trigger numbers within the numbered segment are read sequentially to form an initial trigger number sequence. For example, the trigger numbers corresponding to a certain stable numbered segment might be 41, 42, 43, 44, and 45. Then, adjacent numbers in this sequence are compared one by one. The order of node triggering is determined by comparing the numerical values ​​of the numbers; the smaller number is determined to trigger first, and the larger number is determined to trigger later. 41 precedes 42, 42 precedes 43, and so on, establishing a complete chain of trigger sequence for adjacent nodes. After confirming the numbering order, the trigger time sample value corresponding to each trigger number is further extracted. This sample value comes from continuous sampling records of the response rhythm of the slide rail nodes during traction. Each node triggering corresponds to a specific time value; for example, the trigger time for number 41 is 210, for number 42 it is 218, for number 43 it is 225, for number 44 it is 233, and for number 45 it is 241. Subsequently, the difference calculation is performed on the trigger times of adjacent nodes to obtain the time interval data between adjacent nodes. For example, the interval between numbers 41 and 42 is 8, and the interval between numbers 42 and 43 is... The interval is 7, 8 for intervals 43 to 44, and 8 for intervals 44 to 45. This time interval describes the speed of the node response. When making judgments, a reasonable time interval range is set. Adjacent time intervals within the range of 5 to 12 are considered a continuous rhythm range; less than 5 is considered too fast triggering, and greater than 12 is considered delayed triggering. This range is determined based on the normal response statistics of the sliding rail nodes in a stable propulsion direction. When the time intervals in the above example are all within the range of 5 to 12, the node response rhythm of this numbered sequence is determined to be consistent. Based on this, the numbered sequence is bound one-to-one with the corresponding trigger time value, forming a list of node trigger time records arranged in numerical order. Each item in the table consists of a node number and its trigger time. The order of adjacent nodes and the time interval information are then written into the record to form a complete time series description data. For example, node 41 is triggered first at time 210, then node 42 at time 218, with an interval of 8, and so on until node 45 at time 241, with an interval of 8. In this way, the trigger number extraction, order of relation judgment and time interval calculation operations are repeatedly performed for each stable number segment. When multiple stable number segments exist, independent trigger time sequences are generated for each segment. Finally, all the generated trigger time sequences are summarized and sorted out in the order of the number segments to obtain the node trigger time sequence.

[0031] S302: Based on the node trigger time series, collect the propulsion rhythm time points in the continuous propulsion action sequence of the aircraft, compare the propulsion action time sequence with the corresponding node trigger time, identify the difference between the propulsion action and the node response, and obtain the node propulsion time comparison sequence. First, each node number and its corresponding trigger time are read and unfolded in numerical order to form a trigger time sequence. For example, for nodes numbered 41 to 44, the trigger times are 210, 218, 225, and 233. Then, the time sequence of the aircraft's propulsion actions is collected. For example, the propulsion times corresponding to the number are 205, 214, 222, and 230. The two sequences are paired and compared at the same number position to determine the order of the time difference between each pair. When the propulsion time is less than the trigger time, it is marked as propulsion first; otherwise, it is marked as response first. The difference between the two is considered to be synchronous if it is within the range of 0 to 3. The threshold of 3 is set based on the sampling accuracy of propulsion control and node response. For example, if the propulsion time of node 41 is 205 and the trigger time is 210, the time difference is 5, and it is determined to be propulsion first. If the propulsion time of node 43 is 222 and the trigger time is 225, the difference is 3, and it is determined to be synchronous. The propulsion time, trigger time, and judgment result corresponding to each number are summarized to form a comparison sequence. After processing multiple propulsion segments separately, the number order and status information are uniformly sorted to obtain the node propulsion time comparison sequence.

[0032] S303: Based on the node advancement time comparison sequence, determine the segments where there is a delay relationship between the response rhythm advancement action of the slide rail node, extract the node number range that failed to keep synchronized with the advancement rhythm, and obtain the slide rail action lag identification mark; First, the advancement time and node trigger time in each record are compared again, and the difference between the two is read. Each record is judged individually. When the advancement time is later than the node trigger time, or the difference is less than a set threshold of 3, a lag state is not recorded; it is simply marked as synchronized or ahead of schedule. Conversely, when the advancement time is earlier than the node trigger time, and the time difference is greater than the set threshold of 3, it is marked as a delayed response. For example, if the advancement time for number 45 is 230 and the node trigger time is 236, the time difference is 6, which meets the lag condition, and number 45 is recorded as a delayed point. Then, the entire advancement time comparison sequence is traversed, and all numbers that meet the lag condition are filtered out. Aggregation is then performed based on the continuity of the numbers. Numbers in consecutive sequences that all meet the lag condition are merged into one interval. For example, numbers 45 to 48 are all delayed, and are then merged into one. The numbering range is 45 to 48. If the intermediate number does not meet the conditions, the segment processing is interrupted. For example, if numbers 45, 46, and 47 are lagging while number 48 is normal, then numbering segment 45 to 47 is formed, and number 48 is processed separately. During execution, the start and end numbers of each numbering segment are counted and bound to the corresponding rhythm time points. The average lag time within each numbering segment is supplemented. This average value is obtained by summing the time differences of the lagging numbers and dividing by the number of numbers. For example, the time differences of numbers 45, 46, and 47 are 6, 7, and 8 respectively, the sum is 21, the number of numbers is 3, and the average lag time is 7. In this way, the time amplitude information of each lag segment is supplemented and marked. Then, the numbering range, lag type, and average lag time of all numbering segments are summarized to form a lag identification list, resulting in the slide rail motion lag identification mark.

[0033] Please see Figure 5 The specific steps of S4 are as follows: S401: Based on the slide rail motion lag identification mark, call the motion response data frame of the slide rail structure within the time period, compare the instruction input time point and the motion response time point corresponding to the slide rail node, determine the order status of the instruction sequence and response sequence according to the time sequence relationship, and obtain the instruction response timing deviation status. First, extract the time interval for each lag number segment. Then, retrieve the action response data frames of the sliding rail nodes within that time interval. Read the command input time and response time of each node one by one, and establish pairing relationships according to the number sequence. For example, command times for numbers 51 to 55 are 300, 308, 316, 324, and 332, respectively, with corresponding response times of 307, 316, 325, 334, and 343. For each set of data, determine the order of execution. If the response time is greater than the command time, it is normal; if it is less, it is abnormal. If the time difference falls between 0 and 2, it is considered near synchronization. The threshold 2 is determined based on... The sampling accuracy of the action is determined. For example, if the time difference of number 51 is 7 and that of number 52 is 8, both are judged as response lag states. Each number and its state are marked and recorded. At the same time, the time difference is extracted and statistically analyzed. If multiple consecutive numbers are all lag states, they are merged into a unified timing deviation segment. If numbers 51 to 55 all meet the conditions, they are marked as an overall deviation segment. If there is an asynchronous state in the middle, the segmentation process is disconnected. Finally, all instructions and responses are paired and their sequence is sorted according to the number order. The number range, time difference value and state judgment of each segment are output to obtain the instruction response timing deviation state.

[0034] S402: Based on the command response timing deviation state, adjust the timing of the start time parameter of the sliding action in the slide rail structure, and synchronously update the time flag of the corresponding action segment to obtain the delayed start state of the sliding action. First, extract the instruction input and response time difference corresponding to each deviation number segment. Select the largest time difference as the delay benchmark for the start time of the sliding movement segment. For example, the time differences for segments 61 to 65 are 7, 8, 9, 8, and 10, respectively. The maximum value of 10 is the delay amount. Then, call the original start time parameters, such as 400, 408, 416, 424, and 432. Add the delay amount to each item and update them to 410, 418, 426, 434, and 442. At the same time, check whether the adjacent start time intervals are consistent with the original intervals. If they are inconsistent, readjust the delay value to ensure that the rhythm remains unchanged. After the start time update is completed, a new time identifier is generated synchronously. The identifier includes the number segment range and the updated time interval. For example, segments 61 to 65 are marked as 410 to 442. Process all number segments with deviations in turn, skipping segments with a time difference less than or equal to 3. Finally, summarize all the adjusted number segments and start time parameters to obtain the sliding movement start delay state.

[0035] S403: Based on the delayed state of the sliding action start, control the sliding actions within the slide rail structure to respond sequentially at the current start time point, map the duration of the sliding action within the time period, and obtain the slide rail buffer record item; First, the new start time parameter corresponding to each numbered segment updated in the previous stage is read, and this start time is used as the response trigger benchmark for the current sliding action. During execution, segments are processed one by one in sequence according to the numbering. First, the start and end numbers of a certain numbering segment are locked. For example, numbers 71 to 75 correspond to a new start time of 520. Then, each sliding node within that numbering segment is read sequentially, and its number is matched with a unified start time parameter. During execution, the numbering order is not changed; only the original sliding action trigger time of the node is replaced with the start time corresponding to that numbering segment. Then, the sliding action trigger time of each node is processed. The duration of the movement action is extracted. This duration is obtained by the difference between the start and end response times of the node in the historical action record. For example, the duration for node 71 is 18, for 72 it's 17, for 73 it's 18, for 74 it's 19, and for 75 it's 18. Based on this, the start time and duration are combined to form the sliding movement time interval corresponding to that node. For example, the time interval for node 71 is 520 to 538, and for node 72 it's 520 to 537. This process is repeated for all nodes within the entire numbering segment, mapping their time intervals. After mapping a single node, the sequence is... All time intervals within a number segment are checked sequentially. By comparing the start times of adjacent numbered nodes, it is confirmed that their start points are consistent. By comparing the end times, it is confirmed that the end time naturally unfolds with the duration. If an abnormal situation occurs where the end time is earlier than the start time, the duration record of that node is called again for correction. Then, the start time, end time, and number information of all nodes in the number segment are written into the sliding motion record list to form a complete motion response mapping segment. When multiple number segments exist, the above start time call, duration extraction, and time interval generation operations are repeated, while keeping the time intervals between different number segments independent of each other. During execution, the overall duration span within each number segment is recorded simultaneously. The span value is obtained by comparing the minimum end time and the maximum end time in the number segment. The minimum end time is 537, and the maximum end time is 539, with a difference of 2. This span value is used as the buffer duration reference data for the number segment. Finally, the number range, unified start time, duration of each node, and overall span information of all number segments are summarized and organized to form a sliding motion time mapping record arranged by number segment, resulting in the slide rail buffer record item.

[0036] Please see Figure 6 The specific steps of S5 are as follows: S501: Based on the slide rail buffer record item, monitor the spatial position change of the aluminum wire sliding path in a continuous time slice, compare the path coordinates with the spatial range of the broken strand area, analyze whether the sliding trajectory enters the time interval of the broken strand area, and obtain the broken strand contact path status. First, following the sequential time slices defined in the buffer record, the sliding process of the aluminum wire on the slide rail is read segment by segment. By sequentially extracting the spatial position coordinates of the aluminum wire recorded in each time slice, a sliding path coordinate sequence that maintains the temporal order is constructed. These coordinates are represented using a unified slide rail reference coordinate system, for example, recorded sequentially as 10, 5, 2 and 11, 5, 2 in a certain time slice. After completing the path coordinate reading, the spatial range data corresponding to the broken strand area is retrieved synchronously. This spatial range is pre-set to a fixed boundary interval under the same coordinate reference, for example, the horizontal coordinate is between 9 and 12, and the vertical coordinate is between 4 and 6. Subsequently, the aluminum wire path in each time slice is... The coordinates are checked point by point. The horizontal component of the current coordinate is compared with the horizontal boundary of the broken section area, and then the vertical component is compared with the vertical boundary. When the horizontal value is simultaneously greater than or equal to 9 and less than or equal to 12, and the vertical value is simultaneously greater than or equal to 4 and less than or equal to 6, the path point is recorded as being within the broken section area. For example, if coordinates 10, 5, and 2 meet the above conditions, they are recorded as entering the broken section area. If any component does not meet the boundary conditions, it is recorded as not entering the broken section area. After the judgment of a single path point is completed, the judgment result is associated with the corresponding time slice number and stored. Subsequently, the same numerical comparison and status check are repeated for the remaining path points in the same time slice. The status recording process is as follows: if at least one pathpoint is recorded as entering within a time slice, the entire time slice is marked as a path entry gap. If all pathpoints within a time slice are not entering, the time slice is marked as a path not entering gap. After marking a single time slice, the path coordinate reading, region boundary comparison, and status marking process is repeated for the next time slice. For example, time slice 1 is marked as not entering, while time slices 2 and 3 are marked as entering. After processing all time slices, the entry interval extraction action is performed. By traversing the status marking results in time slice order, when multiple adjacent time slices are consecutively marked as entering, they are combined. The entry intervals are recorded as the same, for example, time slices 2 to 3 are merged. When the entry state is interrupted in the time slice sequence, the current interval recording ends and the next judgment begins. During the interval extraction process, only the continuity of the time slice number and the consistency of the entry state are considered. The number of path points or the length of stay are not introduced as additional conditions. Finally, several entry interval records with clear start and end time slices are obtained, and a corresponding contact state identifier is attached to each interval to describe whether the aluminum wire sliding path enters the strand breakage area within the time range. Finally, all entry intervals and their status identifiers are summarized and saved to obtain the strand breakage contact path status.

[0037] S502: Based on the state of the broken strand contact path, monitor the running sequence of the winding action on the time axis of the end path, determine the continuity of the angle change sequence of the winding trajectory, identify whether the winding action has completed the closed direction, and obtain the spiral closed running state. First, the time segments marked as paths entering the broken strand area are extracted. By reading the start and end time slices corresponding to each segment, the effective time range for monitoring the winding action of the aluminum wire end is determined. During execution, for each time segment, the movement record of the aluminum wire end within that segment is continuously read in time slice order. The direction angle data of the end at each time point is extracted to construct an angle change sequence that maintains a constant time order (e.g., angles are 30°, 60°, 95°, 130°, 170°, 210°). After completing the angle sequence reading, the time order is first checked. By checking whether the time slice numbers of adjacent records strictly increase, it is confirmed that the winding action has not reversed. If an abnormal time order is found, the judgment of that segment is terminated directly. After confirming that the time order is correct, the continuity of angle change is judged. By comparing the increase and decrease relationship of adjacent angle values ​​one by one, it is determined whether the direction of angle change remains consistent. When the angle within a segment is consistently increasing or decreasing, it is recorded as a continuous change. If the angles alternate between increasing and decreasing, it is recorded as a discontinuous state. During this process, the magnitude of the angle change is not compared; only the direction of change is used for judgment. Under the premise that the angle change is determined to be continuous, the winding closure direction judgment is further performed. By comparing the absolute difference between the first and last angle values ​​within the segment, when the difference is greater than or equal to 180, the winding trajectory of that segment is determined to have formed a closed loop. When the difference is less than 180, it is uniformly determined that a closed direction has not been formed, thus avoiding the problem of unclear state caused by the angle difference being in the middle range. After completing the judgment of a single segment, the corresponding time segment and the judgment result are bound and recorded. Then, the angle reading, sequence verification, continuity judgment, and closure recognition operations are repeated for the next break contact time segment. Finally, the judgment results of all segments are summarized and organized to obtain the spiral closed operation state.

[0038] S503: Based on the spiral closed operation state, the contact position relationship between the winding path and the broken strand contact end is detected. The pressing actuator is driven to press the end aluminum wire in the contact area and the contact pattern in the pressing area is verified to obtain the reconnection and closure state of the broken strand position. First, the time segments deemed to have completed spiral closure are extracted. By reading the start and end time slices corresponding to each segment, the end-running range requiring bonding detection and pressing judgment is determined. During execution, for each closed segment, the spatial coordinates of the aluminum wire end within that segment are continuously read in chronological order, and the spatial position data of the broken strand contact end under the same coordinate reference is retrieved simultaneously. The end-winding path and the position of the broken strand contact end are compared hourly. For example, in a certain time slice, the end path coordinates are (12, 6, 2), and the broken strand contact end coordinates are (12.2, 6.1, 2). After completing the coordinate reading, the bonding position relationship is judged by calculating the bonding position relationship. The numerical differences between the coordinates of the end path and the coordinates of the broken section are calculated in each direction. When the difference in both the horizontal and vertical directions is strictly less than the preset fitting threshold of 0.5, the time slice is determined to be in a fitting state. When the difference in any direction is greater than or equal to 0.5, it is uniformly determined to be in a non-fitting state to avoid the uncertainty of the state caused by the critical value. After completing the judgment of a single time slice, the fitting state is bound to the time slice number and recorded. Then, the coordinate comparison and fitting judgment are repeated for subsequent time slices in the same segment. If multiple adjacent time slices are continuously judged to be in a fitting state in a closed segment, they are merged and confirmed as a fitting area. For example, if time slices 7 to 9 continuously meet the fitting condition, the fitting area is recorded as 7 to 9. 9. After confirming the bonding area, trigger and record the end aluminum wire pressing action. Determine if the current time slice is within the bonding area; if it is, record the pressing action. If not, do not record the action. After the pressing action, synchronously read the contact shape data before and after pressing. By comparing the positional change of the end path in the direction near the broken strand contact end before and after pressing, determine if the end path has further approached and remained stable after pressing. For example, if the end coordinates before pressing are (12, 6, 2) and after pressing are (12.1, 6.0, 2), it is recorded as an effective pressing state. If the end path shows significant springback or offset after pressing, it is recorded as an invalid pressing state. After completing the morphological judgment of a single time slice, the result is bound and stored with the corresponding bonding area. The pressing trigger and morphological judgment operations are repeated for the remaining time slices in the bonding area. After the entire bonding area is processed, the pressing morphological results in the area are summarized. When most time slices in the bonding area are recorded as valid pressing states, the bonding area is marked as a reconnection and closure state. Otherwise, it is not marked as a reconnection and closure state. After completing the judgment of a single segment, the bonding detection and pressing verification process is repeated for the next spiral closure running segment. Finally, the broken strand positions that are determined to form a reconnection and closure and their corresponding time segments are summarized to obtain the reconnection and closure state of the broken strand position.

[0039] Please see Figure 7 A dual-UAV-based system for repairing broken strands in conductors and ground wires includes: The trajectory perception module acquires the contact point number and trajectory vector of the slide rail during the aluminum wire traction process, reads the direction vector corresponding to the time point in the order of timestamp, and obtains the slide rail deviation trend mark by comparing the direction changes. The propulsion correction module extracts the direction vector of the leading edge of the propulsion end of the traction UAV and the direction vector of the aluminum wire slippage based on the slide rail deflection trend mark. The second cooperating UAV senses the slippage state of the aluminum wire in real time and feeds back the direction difference information. The cooperating direction of the two UAVs is compared and the propulsion unit is driven to adjust the deflection angle and propulse along the slide rail direction to obtain the stable state of the propulsion direction. The node rhythm recognition module, based on the stable state of the propulsion direction, compares the node response time intervals during the propulsion process with the continuous propulsion rhythm of the aircraft to obtain the track action lag recognition mark; The response buffer control module, based on the slide rail motion lag identification mark, calls the slide rail motion response record within the corresponding time period, compares the records according to the order of command input and feedback time, delays the start time of the sliding response, and obtains the slide rail buffer record item along the lag rhythm sliding process. The end-pressing execution module continuously tracks the sliding path of the aluminum wire based on the slide rail buffer record item. After the path enters the broken strand position, the winding path is attached to the broken strand contact area, and the end aluminum wire press-fit process in the contact area is started to obtain the broken strand position reconnection and closure state.

[0040] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for repairing broken strands in conductors and ground wires based on a dual-UAV system, characterized in that, Includes the following steps: S1: Obtain the contact point number and trajectory vector of the slide rail during the aluminum wire traction process, read the direction vector corresponding to the time point in the order of the timestamp, and compare the direction changes to obtain the slide rail deviation trend mark; S2: Based on the slide rail deflection trend mark, extract the direction vector of the leading edge of the propulsion end of the traction UAV and the sliding direction vector of the aluminum wire. The second cooperative UAV senses the sliding state and feeds back the direction difference, and drives the propeller to deflect the angle to obtain the stable state of the propulsion direction. S3: Based on the stable state of the propulsion direction, the corresponding node response time interval is matched with the continuous propulsion rhythm of the aircraft to obtain the track action lag identification mark; S4: Based on the slide rail motion lag identification mark, retrieve the motion response content within the corresponding time period, compare the order of instruction input and feedback time, control the actuator to delay the start action of sliding response, drive the sliding process according to the lag rhythm, and obtain the slide rail buffer record item. S5: Based on the slide rail buffer record, continuously track the aluminum wire sliding path. After the winding path fits into the broken strand contact area, start the pressing process of the end aluminum wire in the contact area to obtain the broken strand position reconnection and closure state.

2. The method for repairing broken strands of conductors and ground wires based on a dual-UAV system according to claim 1, characterized in that, The slide rail bias trend marker includes a trajectory direction value sequence, a direction label sequence, and a bias consistency discrimination result. The propulsion direction stability state includes the propeller angle adjustment amount, the sliding direction calibration value, and the stable propulsion vector. The slide rail action lag identification marker includes the response rhythm deviation value, the lag section number, and the propulsion inconsistency marker. The slide rail buffer record item includes the sliding response delay time, the delayed response trigger point, and the buffer sliding path. The broken strand position reconnection closure state includes the path closure structure, the winding and bonding position, and the pressing area completion state.

3. The method for repairing broken strands of conductors and ground wires based on a dual-UAV system according to claim 1, characterized in that, The propulsion end leading edge direction vector refers to the three-dimensional direction vector formed by the actual direction of motion of the propulsion end leading edge in space during the propulsion process of the traction aircraft. The aluminum wire sliding direction vector refers to the average motion direction vector calculated from the position changes of adjacent contact points during the sliding process of the aluminum wire on the surface of the slide rail or conductor.

4. The method for repairing broken strands of conductors and ground wires based on a dual-UAV system according to claim 1, characterized in that, The thruster deflection attitude refers to the thruster orientation state formed after spatially turning the thruster nozzle and angle structure according to the offset relationship between the thruster end leading edge direction vector and the aluminum wire sliding direction vector. The continuous propulsion rhythm of the aircraft refers to the rhythmic pattern of the continuous propulsion action of the aircraft on the time axis under a stable propulsion direction.

5. The method for repairing broken strands of conductors and ground wires based on a dual-UAV system according to claim 1, characterized in that, The specific steps of S1 are as follows: S101: Obtain the contact point number of the slide rail and the corresponding trajectory vector during the aluminum wire traction process. Extract the angle change value of adjacent vectors in the continuous number segment according to the number order, and arrange the direction change information corresponding to the number segment into a data sequence in order to obtain the trajectory direction change value sequence. S102: Based on the trajectory direction change value sequence, collect the traction process timestamp sequence, locate the direction change value according to the contact point number corresponding to the timestamp, extract the direction change trend of each segment in the order of number continuity, and obtain the number segment direction change trend set; S103: Based on the set of directional change trends of the numbered segments, identify the directional trend characteristics of each segment, assign unified directional information to numbered segments with consistent directions, assign unstable state identifiers to numbered segments with continuous changes, and add corresponding directional results to the numbering range of each contact point to obtain the slide rail bias trend mark.

6. The method for repairing broken strands of conductors and ground wires based on a dual-UAV system according to claim 1, characterized in that, The specific steps of S2 are as follows: S201: Based on the rail bias trend mark, extract the direction vector of the leading edge of the propulsion end of the traction aircraft and the sliding direction vector of the aluminum wire, compare the direction angle of the direction vector, identify the direction offset state between the vectors, and obtain the direction offset angle information. S202: Based on the direction offset angle information, drive the thruster angle structure to adjust the angle in response to the offset direction, rotate the thruster angle in space toward the aluminum wire sliding direction, and output the angle value after deflection as the angle state parameter to obtain the thruster angle deflection information; S203: Based on the thruster angle deflection information, control the thruster nozzle direction to change synchronously, align the angular relationship between the monitored nozzle direction and the aluminum wire sliding direction vector, extract the corresponding state data when the direction change is consistent, and repeat the adjustment and trigger calibration to obtain a stable thrust direction state.

7. The method for repairing broken strands of conductors and ground wires based on a dual-UAV system according to claim 1, characterized in that, The specific steps for S3 are as follows: S301: Based on the stable state of the propulsion direction, monitor the trigger number sequence in the response rhythm of the slide rail node, extract the response sequence relationship between adjacent nodes in the number sequence, and describe the response order timing according to the trigger time sampling interval to obtain the node trigger time sequence; S302: Based on the node trigger time sequence, collect the propulsion rhythm time points in the continuous propulsion action sequence of the aircraft, compare the propulsion action timing with the corresponding node trigger time, identify the difference between the propulsion action and the node response, and obtain the node propulsion time comparison sequence. S303: Based on the node advancement time comparison sequence, determine the segments where the sliding rail node response rhythm advancement action has a delayed relationship, extract the node number range that failed to keep in sync with the advancement rhythm, and obtain the sliding rail action lag identification mark.

8. The method for repairing broken strands of conductors and ground wires based on a dual-UAV system according to claim 1, characterized in that, The specific steps of S4 are as follows: S401: Based on the slide rail action lag identification mark, call the action response data frame of the slide rail structure within the time period, compare the instruction input time point and action response time point corresponding to the slide rail node, determine the order status of the instruction sequence and response sequence according to the time sequence relationship, and obtain the instruction response timing deviation status. S402: Based on the command response timing deviation state, adjust the timing of the start time parameter of the sliding action in the slide rail structure, and synchronously update the time identifier of the corresponding action segment to obtain the sliding action start delay state; S403: Based on the delayed state of the sliding action, control the sliding action within the slide rail structure to respond sequentially at the current starting time point, map the duration of the sliding action within the time period, and obtain the slide rail buffer record item.

9. The method for repairing broken strands of conductors and ground wires based on a dual-UAV system according to claim 1, characterized in that, The specific steps of S5 are as follows: S501: Based on the slide rail buffer record item, monitor the spatial position change of the aluminum wire sliding path in a continuous time slice, compare the path coordinates with the spatial range of the broken strand area, analyze whether the sliding trajectory enters the time interval of the broken strand area, and obtain the broken strand contact path status. S502: Based on the state of the broken strand contact path, monitor the running sequence of the winding action on the time axis of the end path, determine the continuity of the angle change sequence of the winding trajectory, identify whether the winding action has completed the closed direction, and obtain the spiral closed running state. S503: Based on the spiral closed operation state, detect the contact position relationship between the winding path and the broken strand contact end, drive the pressing actuator to press the end aluminum wire in the contact area, and verify the contact pattern in the pressing area to obtain the broken strand position reconnection closed state.

10. A system for repairing broken strands in conductors and ground wires based on dual unmanned aerial vehicles (UAVs), characterized in that, The system is used to implement the method for repairing broken strands of conductors and ground wires based on a dual unmanned aerial vehicle system as described in any one of claims 1-9. The system includes: The trajectory perception module acquires the contact point number and trajectory vector of the slide rail during the aluminum wire traction process, reads the direction vector corresponding to the time point in the order of timestamp, and obtains the slide rail deviation trend mark by comparing the direction changes. Based on the deflection trend marker of the slide rail, the propulsion correction module extracts the direction vector of the leading edge of the propulsion end of the traction UAV and the direction vector of the aluminum wire sliding. The second cooperating UAV senses the aluminum wire sliding state in real time and feeds back the direction difference information. The cooperating direction of the two UAVs is compared and the propulsion unit is driven to adjust the deflection angle and propel along the slide rail direction to obtain a stable propulsion direction. The node rhythm recognition module, based on the stable state of the propulsion direction, compares the node response time intervals during the propulsion process with the continuous propulsion rhythm of the aircraft to obtain the track action lag recognition mark; Based on the slide rail motion lag identification mark, the response buffer control module calls the slide rail motion response record within the corresponding time period, compares the records according to the order of command input and feedback time, delays the start time of the sliding response, and obtains the slide rail buffer record item along the lag rhythm sliding process. The end-pressing execution module continuously tracks the aluminum wire sliding path based on the slide rail buffer record. After the path enters the broken strand position, the winding path is attached to the broken strand contact area, and the end aluminum wire pressing process in the contact area is started to obtain the broken strand position reconnection and closure state.

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