Master-slave tidal vehicle cooperative control method, device and equipment and storage medium

Abstract

This application discloses a method, apparatus, device, and storage medium for coordinated control of master and slave tidal vehicles, relating to the field of intelligent control technology. The method includes: receiving and parsing composite instructions issued by a background control terminal to obtain target movement parameters and target mechanical motion parameters; performing formation control of master and slave tidal vehicles based on the target movement parameters and target mechanical motion parameters; performing coordinated control of slave tidal vehicles based on real-time status data shared by the master tidal vehicles; monitoring the local errors of the master and slave tidal vehicles in real time; and dynamically adjusting the control quantities of the master and slave tidal vehicles based on the local errors until the coordinated operation task is completed. This application enables the master and slave tidal vehicles to always use each other's actual state as a reference and continuously correct their own control quantities when collaboratively performing median strip laying tasks, thereby improving the mutual position coordination accuracy between master and slave tidal vehicles and solving the technical problem of low mutual position accuracy when multiple tidal vehicles are working together.

Description

Technical Field

[0001] This application relates to the field of intelligent control technology, and in particular to a master-slave tidal vehicle cooperative control method, device, equipment and storage medium. Background Technology

[0002] In the field of intelligent warehousing and logistics, especially in the tidal dynamic storage area management of large warehouses storing power supplies and flood control materials, multiple autonomous mobile tidal vehicles are often required to work collaboratively. Through precise movement and mechanical actions such as laying dividing strips, they quickly and dynamically divide storage areas into different functional zones. In related technologies, the collaborative control of these tidal vehicles typically adopts a centralized architecture, where a central dispatch system plans independent paths and action commands for each individual tidal vehicle. Each vehicle mainly relies on its own sensors for positioning and navigation, lacking direct information exchange and coordination with others.

[0003] However, in practical applications, due to factors such as mechanical wear of each tidal vehicle, differences in ground friction coefficients, and accumulated errors of their own sensors, even if each tidal vehicle can execute its own commands well, significant relative positional deviations can easily occur between the vehicles when performing collaborative tasks requiring extremely high precision, such as forming uniform warehouse boundaries. This leads to a severe decrease in overall operational accuracy and often fails to meet the stringent requirements of warehouse management for warehouse boundary uniformity. Therefore, how to improve the mutual positional coordination accuracy of multiple autonomous mobile tidal vehicles when performing collaborative operations is a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0004] The main objective of this application is to provide a master-slave tidal vehicle cooperative control method, device, equipment, and storage medium, aiming to solve the technical problem of how to improve the mutual position coordination accuracy of multiple autonomous mobile tidal vehicles when performing cooperative operations.

[0005] To achieve the above objectives, this application provides a master-slave tidal vehicle cooperative control method, the method comprising the following steps: The system receives and parses the composite instructions sent by the background control terminal to obtain the target movement parameters and target mechanical action parameters. The composite instructions are used to describe the collaborative operation task between the master tidal vehicle and the slave tidal vehicle. The master tidal vehicle and the slave tidal vehicle are used to lay the separation strip in the warehouse according to the collaborative operation task. The master tidal vehicle and the slave tidal vehicle are convoyed and controlled according to the target movement parameters and the target mechanical motion parameters, and the slave tidal vehicle is coordinated and controlled according to the real-time status data shared by the master tidal vehicle. The local errors of the master tidal vehicle and the slave tidal vehicle are monitored in real time, and the control quantities of the master tidal vehicle and the slave tidal vehicle are dynamically adjusted according to the local errors until the collaborative operation task is completed.

[0006] In one embodiment, the step of coordinating the control of the slave tidal vehicle based on the real-time status data shared by the master tidal vehicle includes: The real-time status data shared by the master tidal vehicle is compared with the real-time status data of the slave tidal vehicle itself to obtain the speed synchronization error, position synchronization error and progress synchronization error between the master tidal vehicle and the slave tidal vehicle. The tidal vehicle is controlled in a coordinated manner based on the speed synchronization error, the position synchronization error, and the progress synchronization error.

[0007] In one embodiment, the step of coordinating the control of the tidal vehicle based on the speed synchronization error, the position synchronization error, and the progress synchronization error includes: When any of the speed synchronization error, the position synchronization error, or the progress synchronization error exceeds the corresponding preset threshold, a preset algorithm is triggered. The preset algorithm is used to calculate the control quantity correction value of the slave tidal vehicle relative to the master tidal vehicle. The speed synchronization error, the position synchronization error, and the progress synchronization error are used as input state quantities of the preset algorithm to calculate the control quantity correction value, which includes speed compensation and motor pulse adjustment. The PID control parameters of the slave tidal vehicle are adjusted according to the speed compensation amount, and the number of drive motor pulses of the slave tidal vehicle is corrected according to the motor pulse adjustment amount, so that the slave tidal vehicle and the master tidal vehicle maintain speed synchronization, position synchronization, and progress synchronization.

[0008] In one embodiment, the local error includes cumulative movement error and mechanical execution error. The step of real-time monitoring of the local errors of the master tidal vehicle and the slave tidal vehicle, and dynamically adjusting the control quantities of the master tidal vehicle and the slave tidal vehicle according to the local errors until the cooperative operation task is completed includes: The cumulative movement error is calculated in real time based on the absolute and relative positioning data of the master tidal vehicle and the slave tidal vehicle. The actual length of the separation strip is compared with the command length in the target mechanical action parameters in real time to obtain the mechanical execution error. When the cumulative movement error and / or the mechanical execution error exceed the corresponding preset error, the additional number of motor pulses required to compensate for the cumulative movement error and the additional rotation amount of the winding motor required to compensate for the mechanical execution error are calculated in real time. The control quantities of the master tidal car and the slave tidal car are dynamically adjusted based on the additional motor pulse count and the additional rotation of the winding motor to eliminate the local error until the collaborative operation task is completed.

[0009] In one embodiment, after receiving and parsing the composite command issued by the background control terminal to obtain the target movement parameters and the target mechanical motion parameters, the method further includes: The permission mode flag in the composite instruction is parsed. When the permission mode flag indicates a high-precision collaborative mode, the master tidal vehicle and the slave tidal vehicle are granted the permission to autonomously collaborate through a point-to-point communication link. The master tidal vehicle and the slave tidal vehicle are monitored through the background control terminal. When a communication interruption with the backend control terminal is detected to exceed a preset time threshold, or when the local error exceeds a safety threshold, the system automatically switches to an abnormal degradation mode, performs an emergency braking to maintain the current state, and reports a degradation report and status data to the backend control terminal.

[0010] In one embodiment, the master-slave tidal vehicle cooperative control method further includes: The collaborative operation data generated by the master tidal vehicle and the slave tidal vehicle during the execution of collaborative operation tasks is uploaded to the background control terminal; The back-end control terminal performs integrity verification on the collaborative operation data and uses the verified collaborative operation data to update the global digital twin model. The global digital twin model is a system that performs multi-level virtual mapping of the warehouse environment, the physical attributes of the tidal vehicle, and its behavioral rules. The cooperative control strategy is optimized online based on the updated digital twin model. The cooperative control strategy is used to adjust the gain coefficient of the preset algorithm and / or the PID control parameters to optimize the cooperative control between the master tidal vehicle and the slave tidal vehicle.

[0011] Furthermore, to achieve the above objectives, this application also proposes a master-slave tidal vehicle cooperative control device, which includes: The receiving and parsing module is used to receive and parse the composite instructions sent by the background control terminal to obtain the target movement parameters and the target mechanical action parameters. The composite instructions are used to describe the collaborative operation task between the master tidal vehicle and the slave tidal vehicle. The master tidal vehicle and the slave tidal vehicle are used to lay the separation strip in the warehouse according to the collaborative operation task. The first control module is used to perform formation control of the master tidal vehicle and the slave tidal vehicle according to the target movement parameters and the target mechanical motion parameters, and to perform coordinated control of the slave tidal vehicle according to the real-time status data shared by the master tidal vehicle; The second control module is used to monitor the local errors of the master tidal vehicle and the slave tidal vehicle in real time, and dynamically adjust the control quantities of the master tidal vehicle and the slave tidal vehicle according to the local errors until the collaborative operation task is completed.

[0012] In addition, to achieve the above objectives, this application also proposes a master-slave tidal vehicle cooperative control device, the device comprising: a memory, a processor, and a master-slave tidal vehicle cooperative control program stored in the memory and executable on the processor, the master-slave tidal vehicle cooperative control program being configured to implement the steps of the master-slave tidal vehicle cooperative control method as described above.

[0013] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, storing a master-slave tidal vehicle cooperative control program, which, when executed by a processor, implements the steps of the master-slave tidal vehicle cooperative control method described above.

[0014] In addition, to achieve the above objectives, the present invention also provides a computer program product, which includes a master-slave tidal vehicle cooperative control program. When the master-slave tidal vehicle cooperative control program is executed by a processor, it implements the steps of the master-slave tidal vehicle cooperative control method described above.

[0015] This application receives and parses composite instructions issued by a background control terminal to obtain target movement parameters and target mechanical motion parameters. The composite instructions describe the collaborative operation task between the master tidal vehicle and the slave tidal vehicle. The master tidal vehicle and the slave tidal vehicle are used to lay separation strips in the warehouse according to the collaborative operation task. The application performs formation control of the master tidal vehicle and the slave tidal vehicle according to the target movement parameters and the target mechanical motion parameters, and performs collaborative control of the slave tidal vehicle according to the real-time status data shared by the master tidal vehicle. The application monitors the local errors of the master tidal vehicle and the slave tidal vehicle in real time, and dynamically adjusts the control quantities of the master tidal vehicle and the slave tidal vehicle according to the local errors until the collaborative operation task is completed. The method described in this application receives and parses composite instructions issued by the background control terminal to obtain target movement parameters and target mechanical motion parameters. Based on these parameters, it performs formation control on the master and slave tidal vehicles and coordinates control on the slave vehicles based on the real-time status data shared by the master vehicles. This allows the slave vehicles to follow and adjust based on the real-time status of the master vehicles, thereby suppressing relative position drift between the master and slave vehicles during movement. By monitoring the local errors of the master and slave vehicles in real time and dynamically adjusting their control quantities based on these errors, the master and slave vehicles always use each other's actual status as a reference and continuously correct their own control quantities when collaboratively performing the median strip laying task. This improves the mutual position coordination accuracy between the master and slave vehicles and solves the technical problem of low mutual position accuracy when multiple tidal vehicles are working together. Attached Figure Description

[0016] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a flowchart illustrating the first embodiment of the master-slave tidal vehicle cooperative control method of this application; Figure 2 This is a flowchart illustrating the second embodiment of the master-slave tidal vehicle cooperative control method of this application; Figure 3 This is a flowchart illustrating the third embodiment of the master-slave tidal vehicle cooperative control method of this application; Figure 4 This is a structural block diagram of the first embodiment of the master-slave tidal vehicle cooperative control device of this application; Figure 5 This is a schematic diagram of the master-slave tidal vehicle collaborative control device of this application.

[0019] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0020] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of this application and are not intended to limit this application.

[0021] It should be noted that the executing entity in the embodiments of this application can be a computing service device with data processing, network communication, and program execution functions, such as a smart terminal, personal computer, or mobile phone, or an electronic device capable of realizing the above functions, such as the aforementioned master-slave tidal vehicle cooperative control device. The following embodiments will be described using the master-slave tidal vehicle cooperative control device as an example.

[0022] This application provides a master-slave tidal vehicle cooperative control method, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the master-slave tidal vehicle cooperative control method of this application.

[0023] In this embodiment, the master-slave tidal vehicle cooperative control method includes the following steps: Step S10: Receive and parse the composite instruction issued by the background control terminal to obtain the target movement parameters and target mechanical action parameters. The composite instruction is used to describe the collaborative operation task between the master tidal vehicle and the slave tidal vehicle. The master tidal vehicle and the slave tidal vehicle are used to lay the separation strip in the warehouse according to the collaborative operation task.

[0024] It should be noted that the aforementioned back-end control terminal refers to the terminal responsible for global task planning, resource scheduling, status monitoring, and remote control of all tidal vehicles within the warehouse. The aforementioned composite instruction is a structured data object generated by the back-end control terminal. It deeply couples the movement parameters guiding the tidal vehicle's movement with the mechanical action parameters guiding the tidal vehicle's mechanical operations, and imposes strict time and space constraints. For example, a composite instruction commands the tidal vehicle to "within 5.0 seconds, at a speed of 0.5 meters per second, release a 2.0-meter-long dividing strip while moving, and turn its rollers 90 degrees upon reaching the destination." The aforementioned master tidal vehicle is an autonomously moving tidal vehicle dynamically designated as the leader in the "one master, one slave" basic collaborative unit. The master tidal vehicle is responsible for receiving the composite instruction from the back-end control terminal and broadcasting the parsed key parameters and its own real-time status to the slave tidal vehicles via a short-range communication link, while also serving as the benchmark for collaborative control. The aforementioned follower tidal vehicle is an autonomous mobile tidal vehicle dynamically designated as a follower in the "one master, one follower" basic collaborative unit. The follower tidal vehicle does not directly interact with the backend control terminal for complex collaborative tasks. Instead, it connects to the master tidal vehicle via a point-to-point self-organizing network communication link, receives data broadcast by the master tidal vehicle, and adjusts its own state using distributed control algorithms to achieve high-precision collaboration with the master tidal vehicle. The aforementioned collaborative operation task is a high-level task objective generated by the backend control terminal based on the storage area management needs. It requires one or more master and follower tidal vehicles to collaborate in completing the task. The collaborative operation task specifically describes a sequence of operations with strict spatiotemporal correlation that needs to be executed jointly by multiple tidal vehicles. The aforementioned warehouse represents a space used for storing large goods such as power supplies and flood control materials. Autonomous mobile tidal vehicles are deployed within the warehouse, and the layout of the storage area can be dynamically adjusted through the movement and actions of these tidal vehicles. The aforementioned separation strip refers to a physical device carried and laid by the main tidal vehicle and the slave tidal vehicle, used to form a visible, physical boundary line of the warehouse area on the ground. By precisely controlling the release and retraction of the separation strip, the dynamic separation and merging of the warehouse area can be achieved.

[0025] In the specific implementation, the back-end control terminal receives warehouse capacity adjustment instructions from the WMS (Warehouse Management System), which include the length L_req, width W_req, warehouse area identifier, and expected completion time window of the target warehouse area. The back-end control terminal parses and normalizes the requirements: it queries the electronic map based on the warehouse area identifier to determine the center coordinates, boundary coordinates, and environmental features (such as aisle width and ground friction coefficient markings) of the target area; it calculates the required total area according to the formula S_req=L_req×W_req, and combines it with the maximum length of the single vehicle separation strip L_unit_max, and preliminarily estimates the minimum number of tidal vehicles N_min required by N_min=ceil(S_req / (L_unit_max×W_unit)) (where W_unit is the standard width of a single vehicle); finally, it outputs key parameters: the required total length of the separation strip, the target parking pose of each vehicle, and the geometric constraints of the warehouse area boundary. Next, the backend control terminal performs resource matching and task allocation: it inputs the parameters output in the previous step, the set of available unit pairs in the real-time vehicle status set, and the real-time vehicle status set (including vehicle ID, battery level, current location, current task status, health status, and firmware version), and calls the improved particle swarm optimization algorithm for resource scheduling analysis. This algorithm defines the basic unit of scheduling decision as a "master-slave" unit pair, where each particle represents a candidate unit pair selection scheme. The particle position vector uses a hybrid encoding: X=[x1,x2,...,xm], where m is the total number of currently available unit pairs, and x1 to xm are continuous values ​​(range [0,1]), representing the priority of the corresponding unit pair selected for task execution. A sorting mechanism selects the k highest-priority unit pairs to execute tasks. The fitness function is designed as Fitness = w1 × (1 / T_total) + w2 × (E_avg / 100) + w3 × (1 - R_failure) - λ × Penalty, where T_total is the estimated total time, E_avg is the average remaining power, R_failure is the weighted historical failure rate, and Penalty is the constraint violation penalty (activated when a non-idle unit pair is selected, the power is below the safety threshold, or the unit is physically unreachable). The weight coefficients w1, w2, and w3 can be dynamically adjusted according to the real-time operation strategy, and the penalty coefficient λ is set to a maximum value to exclude infeasible solutions. The algorithm runs multiple populations in parallel on the distributed computing framework of the background control terminal, exchanging optimal solution information every 5 seconds to ensure that the optimal scheduling scheme is output within 30 seconds. Then, the back-end control terminal performs joint planning of collaborative paths and mechanical actions: inputting the assigned vehicle unit groups, real-time poses, target poses, map information, and mechanical action constraints (such as the maximum turning angular velocity of the rollers ω_max and the maximum retraction speed of the median strip v_tape_max), and using an improved spatiotemporal state grid algorithm for integrated planning.In the spatial planning phase, the concept of "group unit morphology" is introduced based on the standard A* algorithm, treating the entire fleet unit group as a deformable rigid body to search for a collision-free reference path. In the time and action binding phase, a timestamp t_i is assigned to each key node on the path. At each node, the required movement parameters (such as the desired speed v_i) and mechanical action parameters (such as the turning angle θ_wheel_i of the rollers and the length ΔL_tape_i of the median strip) for each vehicle are calculated synchronously based on the current group morphology and the requirements of the next node. In the constraint verification phase, the mechanical action sequence is verified in real time to ensure it is within the physical limits of the equipment. If it is not satisfied, the path or time allocation is adjusted backtracking. Finally, the backend control terminal encapsulates and issues instructions: the complete spatiotemporal trajectory and mechanical action sequence output by the above planning are deeply coupled and encapsulated into a unified structured data object, i.e., a composite instruction. The data structure of this instruction includes: header (instruction ID, timestamp, master vehicle unit ID, group ID), global_pose_target (overall target pose of the fleet units), kinematic_parameters (expected speed v, expected arrival time t), mechanical_actions_sequence (an ordered list of actions, each action including action type such as TURN_WHEEL, DEPLOY_TAPE, target value, expected completion time, and executing vehicle ID), and permission_level (a flag indicating the operating mode such as NORMAL or HIGH_PRECISION). The backend control terminal sends this composite instruction to the designated master tidal vehicle unit via a high-bandwidth, highly reliable WAPI network. Through the above-mentioned refined calculations and analysis, the backend control terminal generates composite instructions that cannot be generated by traditional methods and can directly drive the vehicle group to perform high-precision collaborative operations.

[0026] Step S20: Perform formation control on the master tidal vehicle and the slave tidal vehicle according to the target movement parameters and the target mechanical motion parameters, and perform coordinated control on the slave tidal vehicle according to the real-time status data shared by the master tidal vehicle.

[0027] It should be noted that the aforementioned target movement parameters are a set of quantified data parsed from the composite instructions, used to guide the tidal vehicle in completing spatial displacement actions. These parameters include at least the desired movement speed, desired arrival time, and target pose. The aforementioned target mechanical action parameters are a set of quantified data parsed from the composite instructions, used to guide the mechanical actuators on the tidal vehicle (such as roller steering mechanisms and divider retraction mechanisms) in completing non-movement operations. These parameters include the action type, target value, and desired completion time. The aforementioned real-time status data shared by the main tidal vehicle is a set of frequently updated dynamic information actively broadcast by the main tidal vehicle to all slave tidal vehicles via a point-to-point communication link (such as Bluetooth BLE). This shared real-time status data includes at least the main tidal vehicle's real-time pose (obtained through fusion calculation using laser SLAM, encoders, and inertial measurement units), real-time speed, battery level, and sensor health status.

[0028] It should be understood that, based on the target movement parameters and target mechanical action parameters, the main and slave tidal vehicles within the same unit can have their respective movement trajectories and action sequences pre-set. This allows the main and slave tidal vehicles to move and operate according to preset geometric shapes (such as following each other forward and backward, or aligning side by side) and action sequences (such as simultaneously deploying medians or turning in sequence) when performing tasks. Furthermore, the slave tidal vehicle uses the real-time status data shared by the main tidal vehicle as a benchmark reference. It compares its own real-time status data with the shared real-time status data to calculate the state deviation between the two (such as speed difference or position difference). Then, based on a distributed consensus algorithm or PID control algorithm, it dynamically adjusts the drive motor output and mechanical action execution of the slave tidal vehicle, thereby maintaining a preset synchronization relationship between the movement state of the slave tidal vehicle and the movement state of the main tidal vehicle.

[0029] Step S30: Monitor the local errors of the master tidal vehicle and the slave tidal vehicle in real time, and dynamically adjust the control quantities of the master tidal vehicle and the slave tidal vehicle according to the local errors until the collaborative operation task is completed.

[0030] It should be noted that the aforementioned local error refers to a quantitative indicator, detected by the sensors of a single tidal vehicle (master or slave tidal vehicle), reflecting the deviation between the actual execution result and the expected value in the composite command during the execution of a collaborative task. The aforementioned control quantity refers to the physical signal or numerical command directly sent to each actuator of the tidal vehicle (such as the travel drive motor, steering motor, and divider belt retraction stepper motor), which can change the operating state of the actuator. The control quantity can be expressed as the PWM duty cycle of the motor driver (range 0-100%), the pulse count of the stepper motor, the analog voltage signal (0-10V), or the digital torque command, etc. This embodiment does not limit this.

[0031] In practical implementation, one or more compensation control quantities can be calculated in real time based on the magnitude and direction (positive or negative) of the local error monitored in real time. These compensation control quantities are then superimposed or corrected onto the original control command, thereby changing the output of the actuator (such as the drive motor or stepper motor) and causing the actual movement or mechanical action state of the tidal vehicle to continuously change in the direction of eliminating the error. Dynamic adjustment is a closed-loop feedback process, and its adjustment amount is updated in real time as the error changes.

[0032] This embodiment receives and parses composite instructions issued by the background control terminal to obtain target movement parameters and target mechanical motion parameters. The composite instructions are used to describe the collaborative operation task between the master tidal vehicle and the slave tidal vehicle. The master tidal vehicle and the slave tidal vehicle are used to lay separation strips in the warehouse according to the collaborative operation task. The master tidal vehicle and the slave tidal vehicle are controlled in formation according to the target movement parameters and target mechanical motion parameters. The slave tidal vehicle is controlled collaboratively according to the real-time status data shared by the master tidal vehicle. The local errors of the master tidal vehicle and the slave tidal vehicle are monitored in real time, and the control quantities of the master tidal vehicle and the slave tidal vehicle are dynamically adjusted according to the local errors until the collaborative operation task is completed. In this embodiment, the method described above receives and parses the composite instructions issued by the background control terminal to obtain the target movement parameters and target mechanical action parameters. Based on these parameters, it performs formation control on the master and slave tidal vehicles and coordinates control on the slave vehicles based on the real-time status data shared by the master vehicles. This allows the slave vehicles to follow and adjust based on the real-time status of the master vehicles, thereby suppressing relative position drift between the master and slave vehicles during movement. By monitoring the local errors of the master and slave vehicles in real time and dynamically adjusting their control quantities accordingly, the master and slave vehicles always use each other's actual status as a reference and continuously correct their own control quantities when collaboratively performing the median strip laying task. This improves the mutual position coordination accuracy between the master and slave vehicles and solves the technical problem of low mutual position accuracy when multiple tidal vehicles are working together.

[0033] Reference Figure 2 , Figure 2 This is a flowchart illustrating the second embodiment of the master-slave tidal vehicle cooperative control method of this application.

[0034] In one feasible implementation, step S20 may include: Step S201: Compare the real-time status data shared by the master tidal vehicle with the real-time status data of the slave tidal vehicle itself to obtain the speed synchronization error, position synchronization error and progress synchronization error between the master tidal vehicle and the slave tidal vehicle.

[0035] It should be noted that the real-time status data of the tidal vehicle refers to a set of data reflecting the current actual motion and mechanical state of the tidal vehicle, obtained by real-time collection of data from local sensors (including encoders, inertial measurement units, lidar, displacement sensors, etc.) and processed by local Kalman filtering or similar algorithms. This data includes at least the tidal vehicle's real-time pose, real-time speed, actual motor current / voltage, actual extended length of the separation strip, and actual roller steering angle. The speed synchronization error refers to the difference between the tidal vehicle's own real-time speed and the real-time speed shared by the main tidal vehicle at the same moment; the position synchronization error refers to the spatial distance difference between the tidal vehicle's own real-time pose and the real-time pose shared by the main tidal vehicle at the same moment; and the progress synchronization error refers to the difference in task completion progress between the tidal vehicle and the main tidal vehicle during the execution of collaborative tasks.

[0036] Step S202: Perform coordinated control of the tidal vehicle based on the speed synchronization error, the position synchronization error, and the progress synchronization error.

[0037] In practical implementation, the speed synchronization error, position synchronization error, and progress synchronization error calculated from the tidal vehicle can be used as inputs to a cooperative control law (such as a distributed consensus algorithm, PID controller, or model predictive controller). This control law calculates a set of control outputs (such as motor drive voltage, PWM duty cycle, and pulse number correction value) in real time to adjust the motion state of the slave tidal vehicle. These control outputs are then applied to the drive motor and mechanical actuator of the slave tidal vehicle, so that the actual motion state of the slave tidal vehicle gradually approaches that of the master tidal vehicle, achieving synchronization of the two vehicles in speed, position, and task progress.

[0038] In one feasible implementation, step S202 may include: Step S2021: When any one of the speed synchronization error, the position synchronization error, or the progress synchronization error exceeds the corresponding preset threshold, a preset algorithm is triggered. The preset algorithm is used to calculate the control quantity correction value of the slave tidal vehicle relative to the master tidal vehicle.

[0039] It should be noted that the aforementioned preset thresholds are pre-set numerical limits stored in the local memory of the tidal vehicle, used to determine whether a certain synchronization error has become large enough to trigger a coordinated control action. Each synchronization error (speed synchronization error, position synchronization error, and progress synchronization error) corresponds to an independent preset threshold, for example, a speed error threshold of 0.05 m / s, a position error threshold of 3 mm, and a progress error threshold of 1%. The aforementioned preset algorithm is used to calculate a set of control quantity correction values ​​that can reduce or eliminate these errors based on multiple input synchronization error values, using specific mathematical formulas or logical rules. The aforementioned control quantity correction values ​​refer to a set of values ​​calculated and output by the preset algorithm to correct the original control commands of the tidal vehicle. The purpose of the control quantity correction values ​​is to make the actual motion state (speed, position, progress) of the tidal vehicle approach the state of the master tidal vehicle, thereby reducing the synchronization error.

[0040] Step S2022: Using the speed synchronization error, the position synchronization error, and the progress synchronization error as input state quantities of the preset algorithm, calculate the control quantity correction value, which includes speed compensation amount and motor pulse adjustment amount.

[0041] It should be noted that the speed compensation amount mentioned above represents the difference between the target speed of the tidal vehicle and the current commanded speed, and the motor pulse adjustment amount mentioned above represents the number of additional pulses that need to be sent or reduced from the drive motor driver of the tidal vehicle.

[0042] Step S2023: Adjust the PID control parameters of the slave tidal vehicle according to the speed compensation amount, and correct the drive motor pulse count of the slave tidal vehicle according to the motor pulse adjustment amount, so that the slave tidal vehicle and the master tidal vehicle maintain speed synchronization, position synchronization and progress synchronization.

[0043] It should be noted that the aforementioned PID control parameters determine the controller's response strength to errors, its ability to eliminate steady-state errors, and its ability to suppress overshoot. Adjusting the PID control parameters can change the response speed and stability of the tidal vehicle's speed control. The aforementioned drive motor pulse count refers to the total number of pulse signals sent from the tidal vehicle's real-time control terminal to the drive motor driver. Each pulse causes the motor to rotate by a fixed step angle, thereby driving the wheels to rotate a fixed distance.

[0044] In the specific implementation, the tidal vehicle obtains an accurate estimated travel distance by fusing data from the encoder odometer and laser rangefinder, using a Kalman filter algorithm, and compares this estimated distance with the target distance; the difference is used as the position synchronization error. The tidal vehicle uses a built-in high-precision clock synchronized with the backend, dynamically adjusting its speed curve based on the remaining distance and speed requirements, using the clock deviation and progress deviation of each vehicle as the progress synchronization error. Simultaneously, a PID controller adjusts the PWM output of the motor driver to ensure speed stability, and real-time speed information is shared via a BLE link; the deviation between its own speed and the group's average speed is used as the speed synchronization error. If the analysis results show that any of the above speed synchronization error, position synchronization error, or progress synchronization error exceeds the corresponding preset threshold (e.g., position synchronization error greater than 3 mm, speed synchronization error greater than 0.05 m / s, or progress synchronization error exceeding the allowable range), the tidal vehicle immediately triggers a preset algorithm, namely a consistency control algorithm (e.g., a weighted average consistency algorithm based on the adjacency matrix). This preset algorithm is used to calculate the control quantity correction value of the tidal vehicle relative to the master tidal vehicle. The tidal car uses speed synchronization error, position synchronization error, and progress synchronization error as input state variables to a preset algorithm. These are then substituted into the consistency control algorithm to calculate control correction values. These correction values ​​include speed compensation and motor pulse adjustment: for position synchronization error, the algorithm outputs an adjustment to the motor pulse count; for progress synchronization error, the algorithm uses the clock deviation and progress deviation of each car as state variables to calculate the speed compensation; for speed synchronization error, the algorithm uses the deviation between its own speed and the group's average speed as input, and the output is used as the feedforward or integral term correction value for the PID controller. Finally, the tidal car adjusts its own PID control parameters based on the speed compensation (e.g., dynamically modifying the proportional coefficient or integral term of the PID controller) and corrects the drive motor pulse count of the tidal car based on the motor pulse adjustment, thereby achieving high-precision intra-group speed, position, and progress synchronization, ensuring that the tidal car maintains speed, position, and progress synchronization with the master tidal car.

[0045] In one feasible implementation, the local error includes movement accumulation error and mechanical execution error, and step S40 may include: Step S401: Calculate the cumulative movement error in real time based on the absolute and relative positioning data of the master tidal vehicle and the slave tidal vehicle.

[0046] It should be noted that the absolute positioning data mentioned above refers to the position and attitude information directly obtained by the tidal vehicle through an external reference frame (such as laser reflectors, QR code landmarks, or a global map obtained by LiDAR scanning in a warehouse). The relative positioning data mentioned above refers to the displacement and attitude change relative to the previous moment, calculated by the tidal vehicle through integration using internal sensors (such as drive motor encoders, inertial measurement units, and wheel speed sensors). The cumulative movement error mentioned above refers to the gradually accumulating difference between the actual movement distance and the expected movement distance caused by factors such as wheel slippage, uneven ground, encoder quantization errors, and mechanical transmission backlash during long-term movement of the tidal vehicle.

[0047] Step S402: Compare the actual length of the release of the separator with the command length in the target mechanical action parameters in real time to obtain the mechanical execution error.

[0048] It should be noted that the aforementioned actual release length refers to the actual physical length of the separator strip that has been released from the drum, as measured in real time by a displacement sensor, Hall sensor, or encoder installed on the separator strip take-up and release mechanism. The aforementioned mechanical execution error refers to the deviation between the actual action output of the mechanical actuators (such as the separator strip take-up and release motor and the roller steering mechanism) on the tidal flow vehicle and the expected mechanical action parameters in the composite command.

[0049] Step S403: When the cumulative movement error and / or the mechanical execution error exceed the corresponding preset error, calculate in real time the additional number of motor pulses required to compensate for the cumulative movement error, and the additional rotation amount of the winding motor required to compensate for the mechanical execution error.

[0050] It should be noted that the aforementioned preset error is used to determine whether the cumulative movement error or mechanical execution error has reached a level requiring compensation. Different preset error thresholds can be set for the cumulative movement error and the mechanical execution error; for example, the preset error for the cumulative movement error can be set to 2 mm, and the preset error for the mechanical execution error can be set to 5 mm. The aforementioned additional motor pulse count refers to the number of additional drive motor pulses needed to compensate for the cumulative movement error, and the aforementioned additional rotation of the winding motor refers to the additional angle or number of pulses required for the winding motor to rotate to compensate for the mechanical execution error.

[0051] Step S404: Dynamically adjust the control quantities of the master tidal car and the slave tidal car according to the additional motor pulse count and the additional rotation amount of the winding motor to eliminate the local error until the collaborative operation task is completed.

[0052] In practical implementation, for mechanical execution errors, the actual length of the separator strip extended in real time can be monitored using a high-precision displacement sensor. This actual length is then compared in real time with the command length specified in the target mechanical action parameters of the composite command to calculate the mechanical execution error. For cumulative motion errors, the deviation between the absolute positioning data obtained from the laser SLAM system and the relative positioning data obtained from encoder integration is calculated to obtain the cumulative motion error. Once either the cumulative motion error or the mechanical execution error exceeds the corresponding preset error (e.g., cumulative motion error greater than 2 mm, or mechanical execution error greater than 5 mm), the real-time control terminal of the master or slave tidal vehicle immediately initiates a local compensation algorithm. In the local compensation algorithm, error quantization calculation is first performed to accurately calculate the value and direction (positive or negative) of the cumulative motion error and the mechanical execution error. Then, compensation calculations are performed: For cumulative movement errors, the compensation control algorithm calculates the additional motor pulses (or PWM duty cycle adjustment) required to compensate for the cumulative movement errors based on the transmission ratio and wheel diameter of the moving platform; for mechanical execution errors, the compensation control algorithm calculates the additional rotation of the take-up motor (i.e., the additional angle or number of pulses of the take-up motor) required to compensate for the mechanical execution errors based on the transmission accuracy of the take-up and unwinding mechanism. Finally, command generation and execution are performed: the calculated additional motor pulses are converted into control commands that can directly drive the drive motor (such as a specific number of CP pulses or analog voltage signals), and the calculated additional rotation of the take-up motor is converted into control commands that can directly drive the take-up stepper motor. These control commands are immediately sent to the corresponding motor controllers, thereby dynamically adjusting the control quantities of the master or slave tidal vehicle to compensate for the cumulative movement errors and mechanical execution errors without waiting for background intervention. The above process continues to be executed in a loop until the local errors of the master and slave tidal vehicles are completely eliminated, and the collaborative operation task is completed.

[0053] This embodiment compares the real-time status data shared by the master tidal vehicle with the real-time status data of the slave tidal vehicle to obtain speed synchronization error, position synchronization error, and progress synchronization error, thereby quantifying the real-time coordination deviation between the master and slave vehicles from three dimensions: speed, position, and task progress. Based on the above three types of errors, the slave tidal vehicle is coordinated and controlled, enabling it to adjust its own speed, position, and execution progress according to the error type. This simultaneously suppresses multi-dimensional deviations such as speed asynchrony, relative position drift, and inconsistent task completion time during movement, thereby improving the overall synchronization accuracy of the master and slave tidal vehicles when performing collaborative operations. Furthermore, in this embodiment, when any one of the speed synchronization error, position synchronization error, or progress synchronization error exceeds the corresponding preset threshold, a preset algorithm is triggered. The speed synchronization error, position synchronization error, and progress synchronization error are all used as input state quantities for the preset algorithm, enabling the preset algorithm to comprehensively evaluate the synchronization deviation of the tidal vehicle in multiple dimensions, and calculate the control quantity correction value including speed compensation and motor pulse adjustment. Then, the PID control parameters of the tidal vehicle are adjusted according to the speed compensation to correct the speed deviation, and the number of drive motor pulses of the tidal vehicle is corrected according to the motor pulse adjustment to correct the position and progress deviations, thereby achieving simultaneous synchronization between the tidal vehicle and the master tidal vehicle in three dimensions: speed, position, and progress. Furthermore, this embodiment also monitors cumulative movement error and mechanical execution error separately. The cumulative movement error is calculated in real time based on absolute positioning data and relative positioning data, while the mechanical execution error is obtained by comparing the actual length of the separator strip laid out with the commanded length in real time. This allows position drift during movement and execution deviation in mechanical action to be included in the error monitoring range simultaneously. When the cumulative movement error and / or mechanical execution error exceed the corresponding preset error, the additional number of motor pulses required to compensate for the cumulative movement error and the additional rotation amount of the winding motor required to compensate for the mechanical execution error are calculated in real time. The control quantity is dynamically adjusted based on the additional number of motor pulses and the additional rotation amount of the winding motor, so that the movement positioning compensation and mechanical action compensation are executed in tandem within the same local control cycle. This simultaneously suppresses position deviation caused by ground friction and sensor cumulative error, as well as separator strip length deviation caused by mechanical transmission clearance and wear, thereby improving the overall operational accuracy of the main tidal vehicle and the slave tidal vehicle when laying the separator strip in tandem.

[0054] Reference Figure 3 , Figure 3 This is a flowchart illustrating the third embodiment of the master-slave tidal vehicle cooperative control method of this application.

[0055] In one feasible implementation, after step S10, the following may also be included: Step S11: Parse the permission mode flag bit in the composite instruction. When the permission mode flag bit indicates high-precision collaborative mode, grant the master tidal vehicle and the slave tidal vehicle the permission to autonomously collaborate through the point-to-point communication link, and monitor the master tidal vehicle and the slave tidal vehicle through the background control terminal.

[0056] It should be noted that the aforementioned permission mode flag is a field with specific meaning in the composite instruction data structure, used to indicate the control mode that the current collaborative task should operate in. The high-precision collaborative mode described above is a control permission allocation state. In this mode, the backend control terminal no longer issues detailed movement and action commands, but only issues target pose and constraints, granting the master and slave tidal vehicles within the unit the permission to autonomously collaborate via point-to-point communication links (such as Bluetooth BLE) and distributed consensus algorithms. The backend is only responsible for monitoring and override control (such as emergency stop). The permission for autonomous collaboration refers to the right to authorize the master and slave tidal vehicles to independently execute collaborative control algorithms (such as distributed consensus algorithms) to determine their respective speeds, positions, and actions without relying on real-time intervention from the backend control terminal.

[0057] Step S12: When the communication interruption with the background control terminal is detected to exceed a preset time threshold, or the local error exceeds a safety threshold, automatically switch to the abnormal degradation mode, perform emergency braking to maintain the current state, and report the degradation report and status data to the background control terminal.

[0058] It should be noted that the aforementioned preset time threshold is used to determine whether the communication interruption has persisted to the point where an abnormal degradation mode needs to be triggered; for example, it can be set to 10 seconds. The aforementioned safety threshold refers to an absolute value limit set for local errors. When the local error exceeds the safety threshold, it indicates that the system is in a dangerous state and immediate protective measures are required. The safety threshold is usually greater than the preset error threshold used during normal operation. For example, the preset error for cumulative movement is 2 mm, while the safety threshold is set to 10 mm; when the cumulative movement error reaches 10 mm, the system determines it to be a serious anomaly and triggers emergency braking. The aforementioned abnormal degradation mode is a safety protection state that the system automatically switches into when it detects a communication interruption or local error exceeding the safety threshold. In abnormal degradation mode, the tidal vehicle immediately performs emergency braking to maintain the current state, stopping all movement and mechanical actions, and simultaneously actively reports a degradation report and status data to the backend control terminal, awaiting further instructions from the backend. The aforementioned degradation report is a structured data packet proactively sent by the tidal vehicle to the backend control terminal after entering abnormal degradation mode. It includes at least the abnormal status code (such as communication failure or error exceeding limits), the last known high-precision pose (x, y, θ), the health status of each sensor, and the error value that triggered the degradation. The aforementioned status data refers to a set of quantitative information reflecting the current operating status of the tidal vehicle, including at least real-time pose, real-time speed, battery level, motor current, sensor readings, and mission progress.

[0059] In the specific implementation, the system triggers a switch to high-precision collaborative mode when the permission mode flag indicates high-precision collaborative mode (e.g., the permission_level field is set to "HIGH_PRECISION"), when the fleet unit enters a preset precision alignment area (such as near the depot boundary line), or when the master tidal vehicle detects that the formation synchronization error exceeds the threshold through consensus algorithm calculation. In this mode, permissions are tilted towards the terminal side. The back-end control terminal only issues the target pose and constraints, granting the master and slave tidal vehicles the permission to autonomously collaborate through point-to-point communication links. That is, it grants the master and slave terminals within the unit the permission to autonomously collaborate through point-to-point communication and consensus algorithms. The back-end control terminal is only responsible for monitoring and override control (such as emergency stop). On the other hand, when the main or slave tidal vehicle detects a communication interruption with the backend control terminal exceeding a preset time threshold (e.g., greater than 2 seconds), or when a serious error (e.g., mechanical execution error greater than 0.1 meters), sensor failure, or manual intervention via the onboard emergency stop button, local user interface, or authorized field mobile control tool is detected, the system automatically triggers a switch to abnormal degradation mode. In abnormal degradation mode, the main or slave tidal vehicle immediately and autonomously performs emergency braking to maintain its current state and proactively reports a degradation report and status data to the backend control terminal, awaiting new instructions from the backend. For example, assuming that the communication interruption between the main tidal vehicle and the backend is caused by a sudden strong electromagnetic interference on-site, and the communication interruption time exceeds the 2-second threshold, the system automatically triggers a degradation to abnormal degradation mode. The main tidal vehicle immediately and autonomously performs emergency braking to maintain its current position and attempts to send a degradation report to the backend via the still available Bluetooth link, including the abnormal status code, the last known pose, and the status of each sensor. Upon receiving the degradation report, the backend control terminal analyzes and determines the nature of the fault through its fault diagnosis module. If it is determined to be transient interference, a new global composite command can be issued via Bluetooth network, setting the permission mode field to "NORMAL" to restore the system to normal mode. Throughout this process, the priority of all local manual control commands is lower than that of centralized control commands issued by the backend control terminal, and permission switching requires backend authentication and authorization. Furthermore, during permission switching, the system uses AES encryption to encrypt all commands and data during transmission and employs digital signature technology to authenticate the source of the commands, ensuring the reliability of the commands and the security of the data.

[0060] In one feasible implementation, the master-slave tidal vehicle cooperative control method may further include: Step S50: Upload the collaborative operation data generated by the master tidal vehicle and the slave tidal vehicle during the execution of collaborative operation tasks to the background control terminal.

[0061] It should be noted that the aforementioned collaborative operation data refers to a set of multi-dimensional information collected, generated, and actively uploaded to the background control terminal by the real-time control terminal during the execution of collaborative operation tasks by the master tidal vehicle and the slave tidal vehicle.

[0062] Step S60: The integrity of the collaborative operation data is verified through the background control terminal, and the global digital twin model is updated using the verified collaborative operation data. The global digital twin model is a system that performs multi-level virtual mapping of the warehouse environment, the physical attributes of the tidal vehicle, and the behavioral rules.

[0063] It should be noted that the aforementioned warehouse environment refers to the physical space in which the tidal vehicle operates and all its static and dynamic elements, including shelf location, aisle layout, charging pile coordinates, ground material and friction coefficient distribution, wireless signal coverage, and the probability of temporary obstacles. The aforementioned tidal vehicle physical attributes refer to the inherent mechanical and electrical characteristic parameters of each tidal vehicle, including wheel diameter, wheelbase, maximum length of the median strip, maximum speed, maximum acceleration, maximum steering angular velocity, battery capacity, motor rated power, encoder resolution, and transmission ratio. The aforementioned behavioral rules refer to the kinematic and dynamic constraints that the tidal vehicle must adhere to when performing collaborative tasks, as well as the specific parameter set of the collaborative control strategies adopted in different modes (such as normal mode, high-precision collaborative mode, and abnormal degradation mode).

[0064] Step S70: Optimize the cooperative control strategy online based on the updated digital twin model. The cooperative control strategy is used to adjust the gain coefficient of the preset algorithm and / or the PID control parameters to optimize the cooperative control between the master tidal vehicle and the slave tidal vehicle.

[0065] In its implementation, the master and slave tidal vehicles actively upload collaborative operation data generated during the execution of collaborative tasks to the backend control terminal. This uploaded collaborative operation data includes: terminal status data (compensated high-precision pose, actual speed, mechanical mechanism status such as actual length of the median strip and roller angles), execution process data (output values ​​of the consistency control algorithm, local error compensation amounts, and actual motor current or voltage), environmental perception data (ground features detected by laser or ultrasonic waves, such as coordinates of uneven areas, temporary obstacle information, and wireless signal strength maps), and event and alarm data (local compensation event records, communication quality reports, and abnormal status codes). Upon receiving the uploaded collaborative operation data, the backend control terminal first verifies the data integrity and accuracy, using a cyclic redundancy check algorithm to verify each data packet, ensuring that the data has not been tampered with or damaged during transmission. If the verification fails, the backend control terminal automatically sends a retransmission request to the terminal to ensure data reliability. The back-end control terminal updates the global digital twin model using collaborative operation data that has passed integrity verification. The global digital twin model is a system that performs multi-level virtual mapping of the warehouse environment, the physical attributes of the tidal vehicles, and their behavioral rules. Its core structure includes: a physical entity layer model (precisely representing the mechanical parameters of each tidal vehicle, such as wheel diameter, wheelbase, maximum length of the median strip, dynamic performance such as maximum speed and acceleration, and real-time health status such as battery capacity decay coefficient), an environment layer model (built based on high-precision maps, dynamically maintaining environmental feature layers with semantic attributes, including ground friction coefficient distribution maps, wireless signal strength heat maps, and historical obstacle occurrence probability maps), and a rule and behavior layer model (encapsulating the vehicle's kinematic and dynamic constraint rules, as well as collaborative control strategies under different task modes, such as consensus algorithm parameter sets). When updating the global digital twin model, the back-end control terminal employs specific data-driven training and optimization methods: For dynamic attributes in the environment layer model (such as the ground friction coefficient), recursive least squares or similar adaptive filtering algorithms are used, with the slippage data uploaded by the terminal serving as new training samples to update the friction coefficient estimates for the corresponding map areas online; for the rule and behavior layer model, historical execution data (such as the actual time and energy consumption of completing the same path multiple times) are used for regression analysis to optimize the kinematic model parameters. Based on this, the back-end control terminal performs online optimization of the cooperative control strategy based on the updated global digital twin model: maintaining a reinforcement learning agent whose state space is the state of the updated global digital twin model (including unit group convoy configuration information, vehicle individual state, and environmental semantic information), and whose action space is adjustable cooperative control strategy parameters (including the gain coefficients of preset algorithms such as the adjacency weights in the consensus algorithm, and the proportional, integral, and derivative gain coefficients of the PID controller). The reward function is designed as a multi-objective function that comprehensively considers the reduction in task completion time, total energy consumption, formation maintenance accuracy, communication quality, and security.The near-end strategy optimization algorithm is adopted. It is first trained offline in the digital twin simulation environment, and then fine-tuned online by combining the actual data generated during online operation. This continuously optimizes the cooperative control strategy. The optimized preset algorithm gain coefficient and PID control parameters are updated to the behavior layer of the global digital twin model, and then distributed to the master tidal vehicle and slave tidal vehicle through the background control terminal to optimize the cooperative control between the master tidal vehicle and slave tidal vehicle.

[0066] This embodiment parses the permission mode flag in the composite instruction. When the permission mode flag indicates high-precision collaborative mode, the master and slave tidal vehicles are granted the permission to autonomously collaborate via point-to-point communication links. Simultaneously, the backend control terminal monitors this process. This allows the master and slave tidal vehicles to autonomously negotiate and adjust within a local area while ensuring overall backend supervision, reducing reliance on real-time backend commands and mitigating the impact of communication latency on collaborative accuracy. When a communication interruption with the backend control terminal is detected to exceed a preset time threshold or a local error exceeds a safety threshold, the system automatically switches to an abnormal degradation mode, performs emergency braking to maintain the current state, and reports a degradation report and status data to the backend control terminal. This enables the master and slave tidal vehicles to proactively stop and report fault information when communication is abnormal or errors exceed limits, preventing them from continuing to perform tasks in an uncontrolled state. Furthermore, this embodiment also uploads the collaborative operation data generated by the master and slave tidal vehicles during the execution of collaborative operation tasks to the background control terminal. The background control terminal verifies the integrity of the collaborative operation data and uses the verified collaborative operation data to update the global digital twin model, enabling the global digital twin model to continuously approximate the physical warehouse environment and the actual state of the tidal vehicles. Based on the updated digital twin model, the collaborative control strategy is optimized online. The optimized collaborative control strategy is used to adjust the gain coefficient of the preset algorithm and / or the PID control parameters, so that the preset algorithm and PID control parameters can automatically adapt to system drift caused by factors such as mechanical wear and changes in the ground environment according to the actual execution data, thereby continuously optimizing the collaborative control accuracy between the master and slave tidal vehicles.

[0067] Reference Figure 4 , Figure 4 This is a structural block diagram of the first embodiment of the master-slave tidal vehicle cooperative control device of this application.

[0068] like Figure 4 As shown, the master-slave tidal vehicle cooperative control device proposed in this application includes: The receiving and parsing module 401 is used to receive and parse the composite instructions sent by the background control terminal to obtain the target movement parameters and the target mechanical action parameters. The composite instructions are used to describe the collaborative operation task between the master tidal vehicle and the slave tidal vehicle. The master tidal vehicle and the slave tidal vehicle are used to lay the separation strip in the warehouse according to the collaborative operation task. The first control module 402 is used to perform formation control on the main tidal vehicle and the slave tidal vehicle according to the target movement parameters and the target mechanical action parameters, and to perform coordinated control on the slave tidal vehicle according to the real-time status data shared by the main tidal vehicle. The second control module 403 is used to monitor the local errors of the master tidal vehicle and the slave tidal vehicle in real time, and dynamically adjust the control quantities of the master tidal vehicle and the slave tidal vehicle according to the local errors until the collaborative operation task is completed.

[0069] This embodiment receives and parses composite instructions issued by the background control terminal to obtain target movement parameters and target mechanical motion parameters. The composite instructions are used to describe the collaborative operation task between the master tidal vehicle and the slave tidal vehicle. The master tidal vehicle and the slave tidal vehicle are used to lay separation strips in the warehouse according to the collaborative operation task. The master tidal vehicle and the slave tidal vehicle are controlled in formation according to the target movement parameters and target mechanical motion parameters. The slave tidal vehicle is controlled collaboratively according to the real-time status data shared by the master tidal vehicle. The local errors of the master tidal vehicle and the slave tidal vehicle are monitored in real time, and the control quantities of the master tidal vehicle and the slave tidal vehicle are dynamically adjusted according to the local errors until the collaborative operation task is completed. In this embodiment, the method described above receives and parses the composite instructions issued by the background control terminal to obtain the target movement parameters and target mechanical action parameters. Based on these parameters, it performs formation control on the master and slave tidal vehicles and coordinates control on the slave vehicles based on the real-time status data shared by the master vehicles. This allows the slave vehicles to follow and adjust based on the real-time status of the master vehicles, thereby suppressing relative position drift between the master and slave vehicles during movement. By monitoring the local errors of the master and slave vehicles in real time and dynamically adjusting their control quantities accordingly, the master and slave vehicles always use each other's actual status as a reference and continuously correct their own control quantities when collaboratively performing the median strip laying task. This improves the mutual position coordination accuracy between the master and slave vehicles and solves the technical problem of low mutual position accuracy when multiple tidal vehicles are working together.

[0070] Based on the first embodiment of the master-slave tidal vehicle cooperative control device described in this application, a second embodiment of the master-slave tidal vehicle cooperative control device of this application is proposed.

[0071] In this embodiment, the first control module 402 is further configured to compare the real-time status data shared by the master tidal vehicle with the real-time status data of the slave tidal vehicle itself to obtain the speed synchronization error, position synchronization error and progress synchronization error between the master tidal vehicle and the slave tidal vehicle; and to perform coordinated control of the slave tidal vehicle based on the speed synchronization error, the position synchronization error and the progress synchronization error.

[0072] Furthermore, the first control module 402 is also configured to trigger a preset algorithm when any one of the speed synchronization error, the position synchronization error, or the progress synchronization error exceeds a corresponding preset threshold. The preset algorithm is used to calculate the control quantity correction value of the slave tidal vehicle relative to the master tidal vehicle; to calculate the control quantity correction value by using the speed synchronization error, the position synchronization error, and the progress synchronization error as input state quantities of the preset algorithm, the control quantity correction value including speed compensation and motor pulse adjustment; to adjust the PID control parameters of the slave tidal vehicle according to the speed compensation, and to correct the number of drive motor pulses of the slave tidal vehicle according to the motor pulse adjustment, so that the slave tidal vehicle maintains speed synchronization, position synchronization, and progress synchronization with the master tidal vehicle.

[0073] Furthermore, the local error includes cumulative movement error and mechanical execution error. The second control module 403 is also used to calculate the cumulative movement error in real time based on the absolute and relative positioning data of the master tidal vehicle and the slave tidal vehicle; compare the actual length of the release of the separator strip with the command length in the target mechanical action parameters in real time to obtain the mechanical execution error; when the cumulative movement error and / or the mechanical execution error exceed the corresponding preset error, calculate in real time the additional motor pulses required to compensate for the cumulative movement error and the additional rotation amount of the winding motor required to compensate for the mechanical execution error; dynamically adjust the control amounts of the master tidal vehicle and the slave tidal vehicle according to the additional motor pulses and the additional rotation amount of the winding motor to eliminate the local error until the collaborative operation task is completed.

[0074] Furthermore, the receiving and parsing module 401 is also used to parse the permission mode flag bit in the composite instruction. When the permission mode flag bit indicates a high-precision collaborative mode, the master tidal vehicle and the slave tidal vehicle are granted the permission to autonomously collaborate through a point-to-point communication link, and the master tidal vehicle and the slave tidal vehicle are monitored through the background control terminal. When the communication interruption with the background control terminal is detected to exceed a preset time threshold, or the local error exceeds a safety threshold, the system automatically switches to an abnormal degradation mode, performs emergency braking to maintain the current state, and reports a degradation report and status data to the background control terminal.

[0075] Furthermore, the second control module 403 is also used to upload the collaborative operation data generated by the master tidal vehicle and the slave tidal vehicle during the execution of collaborative operation tasks to the background control terminal; to perform integrity verification on the collaborative operation data through the background control terminal, and to update the global digital twin model using the verified collaborative operation data. The global digital twin model is a system that performs multi-level virtual mapping of the warehouse environment, the physical attributes of the tidal vehicle, and the behavioral rules; and to optimize the collaborative control strategy online based on the updated digital twin model. The collaborative control strategy is used to adjust the gain coefficient of the preset algorithm and / or the PID control parameters to optimize the collaborative control between the master tidal vehicle and the slave tidal vehicle.

[0076] Other embodiments or specific implementations of the master-slave tidal vehicle cooperative control device of this application can be referred to the above-described method embodiments, and will not be repeated here.

[0077] This application provides a master-slave tidal vehicle cooperative control device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute the master-slave tidal vehicle cooperative control method in the above embodiment 1.

[0078] The following reference Figure 5 The diagram illustrates a structural schematic suitable for implementing the master-slave tidal vehicle cooperative control device in the embodiments of this application. The master-slave tidal vehicle cooperative control device in the embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 5 The master-slave tidal vehicle cooperative control device shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0079] like Figure 5As shown, the master-slave tidal vehicle cooperative control device may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory 1002 or a program loaded from a storage device 1003 into a random access memory 1004. The random access memory 1004 also stores various programs and data required for the operation of the master-slave tidal vehicle cooperative control device. The processing unit 1001, the read-only memory 1002, and the random access memory 1004 are interconnected via a bus 1005. An input / output interface 1006 is also connected to the bus. Typically, the following systems can be connected to the input / output interface 1006: input devices 1007 including, for example, a touch screen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage devices 1003 including, for example, magnetic tape, hard disk, etc.; and communication devices 1009. Communication device 1009 allows the master-slave tidal vehicle cooperative control device to communicate wirelessly or wiredly with other devices to exchange data. Although the figure shows master-slave tidal vehicle cooperative control devices with various systems, it should be understood that implementation or possession of all the systems shown is not required. More or fewer systems may be implemented alternatively.

[0080] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from read-only memory 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0081] The master-slave tidal vehicle cooperative control device provided in this application, employing the master-slave tidal vehicle cooperative control method described in the above embodiments, can solve the technical problem of how to improve the mutual position coordination accuracy of multiple autonomous mobile tidal vehicles when performing cooperative operations. Compared with the prior art, the beneficial effects of the master-slave tidal vehicle cooperative control device provided in this application are the same as those of the master-slave tidal vehicle cooperative control method described in the above embodiments, and other technical features of this master-slave tidal vehicle cooperative control device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0082] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0083] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0084] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the master-slave tidal vehicle cooperative control method in the above embodiments.

[0085] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems or devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0086] The aforementioned computer-readable storage medium may be included in the master-slave tidal vehicle cooperative control device; or it may exist independently and not be assembled into the master-slave tidal vehicle cooperative control device.

[0087] The aforementioned computer-readable storage medium carries one or more programs that, when executed by the master-slave tidal vehicle cooperative control device, enable the master-slave tidal vehicle cooperative control device to write computer program code for performing the operations of this application in one or more programming languages ​​or a combination thereof. The programming languages ​​include object-oriented programming languages ​​such as Java, Smalltalk, and C++; and also include conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network, such as a local area network (LAN) or a wide area network (WAN), or connected to an external computer (e.g., via the Internet using an Internet service provider).

[0088] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0089] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0090] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the aforementioned master-slave tidal vehicle cooperative control method. This solves the technical problem of how to improve the mutual positional coordination accuracy of multiple autonomous mobile tidal vehicles during cooperative operations. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the master-slave tidal vehicle cooperative control method provided in the above embodiments, and will not be repeated here.

[0091] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the master-slave tidal vehicle cooperative control method described above.

[0092] The computer program product provided in this application can solve the technical problem of master-slave tidal vehicle cooperative control. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as the beneficial effects of the master-slave tidal vehicle cooperative control method provided in the above embodiments, and will not be repeated here.

[0093] The above description is only a part of the embodiments of this application and does not limit the scope of protection of this application. All equivalent structural transformations made under the technical concept of this application and using the content of this application specification and drawings, or direct / indirect applications in other related technical fields, are included in the scope of protection of this application.

Claims

1. A master-slave tidal vehicle cooperative control method, characterized in that, The method includes the following steps: The system receives and parses the composite instructions sent by the background control terminal to obtain the target movement parameters and target mechanical action parameters. The composite instructions are used to describe the collaborative operation task between the master tidal vehicle and the slave tidal vehicle. The master tidal vehicle and the slave tidal vehicle are used to lay the separation strip in the warehouse according to the collaborative operation task. The master tidal vehicle and the slave tidal vehicle are convoyed and controlled according to the target movement parameters and the target mechanical motion parameters, and the slave tidal vehicle is coordinated and controlled according to the real-time status data shared by the master tidal vehicle. The local errors of the master tidal vehicle and the slave tidal vehicle are monitored in real time, and the control quantities of the master tidal vehicle and the slave tidal vehicle are dynamically adjusted according to the local errors until the collaborative operation task is completed.

2. The master-slave tidal vehicle cooperative control method as described in claim 1, characterized in that, The step of coordinating control of the slave tidal vehicles based on the real-time status data shared by the master tidal vehicle includes: The real-time status data shared by the master tidal vehicle is compared with the real-time status data of the slave tidal vehicle itself to obtain the speed synchronization error, position synchronization error and progress synchronization error between the master tidal vehicle and the slave tidal vehicle. The tidal vehicle is controlled in a coordinated manner based on the speed synchronization error, the position synchronization error, and the progress synchronization error.

3. The master-slave tidal vehicle cooperative control method as described in claim 2, characterized in that, The step of coordinating control of the tidal vehicle based on the speed synchronization error, the position synchronization error, and the progress synchronization error includes: When any of the speed synchronization error, the position synchronization error, or the progress synchronization error exceeds the corresponding preset threshold, a preset algorithm is triggered. The preset algorithm is used to calculate the control quantity correction value of the slave tidal vehicle relative to the master tidal vehicle. The speed synchronization error, the position synchronization error, and the progress synchronization error are used as input state quantities of the preset algorithm to calculate the control quantity correction value, which includes speed compensation and motor pulse adjustment. The PID control parameters of the slave tidal vehicle are adjusted according to the speed compensation amount, and the number of drive motor pulses of the slave tidal vehicle is corrected according to the motor pulse adjustment amount, so that the slave tidal vehicle and the master tidal vehicle maintain speed synchronization, position synchronization, and progress synchronization.

4. The master-slave tidal vehicle cooperative control method as described in claim 1, characterized in that, The local error includes cumulative movement error and mechanical execution error. The step of real-time monitoring of the local errors of the master tidal vehicle and the slave tidal vehicle, and dynamically adjusting the control quantities of the master tidal vehicle and the slave tidal vehicle according to the local errors until the collaborative operation task is completed includes: The cumulative movement error is calculated in real time based on the absolute and relative positioning data of the master tidal vehicle and the slave tidal vehicle. The actual length of the separation strip is compared with the command length in the target mechanical action parameters in real time to obtain the mechanical execution error. When the cumulative movement error and / or the mechanical execution error exceed the corresponding preset error, the additional number of motor pulses required to compensate for the cumulative movement error and the additional rotation amount of the winding motor required to compensate for the mechanical execution error are calculated in real time. The control quantities of the master tidal car and the slave tidal car are dynamically adjusted based on the additional motor pulse count and the additional rotation of the winding motor to eliminate the local error until the collaborative operation task is completed.

5. The master-slave tidal vehicle cooperative control method as described in claim 1, characterized in that, After the step of receiving and parsing the composite command issued by the background control terminal to obtain the target movement parameters and the target mechanical motion parameters, the method further includes: The permission mode flag in the composite instruction is parsed. When the permission mode flag indicates a high-precision collaborative mode, the master tidal vehicle and the slave tidal vehicle are granted the permission to autonomously collaborate through a point-to-point communication link. The master tidal vehicle and the slave tidal vehicle are monitored through the background control terminal. When a communication interruption with the backend control terminal is detected to exceed a preset time threshold, or when the local error exceeds a safety threshold, the system automatically switches to an abnormal degradation mode, performs an emergency braking to maintain the current state, and reports a degradation report and status data to the backend control terminal.

6. The master-slave tidal vehicle cooperative control method as described in claim 3, characterized in that, The method further includes: The collaborative operation data generated by the master tidal vehicle and the slave tidal vehicle during the execution of collaborative operation tasks is uploaded to the background control terminal; The back-end control terminal performs integrity verification on the collaborative operation data and uses the verified collaborative operation data to update the global digital twin model. The global digital twin model is a system that performs multi-level virtual mapping of the warehouse environment, the physical attributes of the tidal vehicle, and its behavioral rules. The cooperative control strategy is optimized online based on the updated digital twin model. The cooperative control strategy is used to adjust the gain coefficient of the preset algorithm and / or the PID control parameters to optimize the cooperative control between the master tidal vehicle and the slave tidal vehicle.

7. A master-slave tidal vehicle cooperative control device, characterized in that, The master-slave tidal vehicle cooperative control device includes: The receiving and parsing module is used to receive and parse the composite instructions sent by the background control terminal to obtain the target movement parameters and the target mechanical action parameters. The composite instructions are used to describe the collaborative operation task between the master tidal vehicle and the slave tidal vehicle. The master tidal vehicle and the slave tidal vehicle are used to lay the separation strip in the warehouse according to the collaborative operation task. The first control module is used to perform formation control of the master tidal vehicle and the slave tidal vehicle according to the target movement parameters and the target mechanical motion parameters, and to perform coordinated control of the slave tidal vehicle according to the real-time status data shared by the master tidal vehicle; The second control module is used to monitor the local errors of the master tidal vehicle and the slave tidal vehicle in real time, and dynamically adjust the control quantities of the master tidal vehicle and the slave tidal vehicle according to the local errors until the collaborative operation task is completed.

8. A master-slave tidal vehicle cooperative control device, characterized in that, The device includes: a memory, a processor, and a master-slave tidal vehicle cooperative control program stored in the memory and executable on the processor, the master-slave tidal vehicle cooperative control program being configured to implement the steps of the master-slave tidal vehicle cooperative control method as described in any one of claims 1 to 6.

9. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and the storage medium stores a master-slave tidal vehicle cooperative control program. When the master-slave tidal vehicle cooperative control program is executed by the processor, it implements the steps of the master-slave tidal vehicle cooperative control method as described in any one of claims 1 to 6.

10. A computer program product, characterized in that, The computer program product includes a master-slave tidal vehicle cooperative control program, which, when executed by a processor, implements the steps of the master-slave tidal vehicle cooperative control method as described in any one of claims 1 to 6.

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