A walking module current detection anti-skid method, system, terminal and storage medium

Abstract

The application relates to a walking module current detection anti-skid method and system, a terminal and a storage medium, and relates to the technical field of walking module control. The method comprises the following steps: acquiring a module running current and a module running speed; analyzing the module running current and the module running speed to determine a reference road surface relationship and a driving relationship difference value; judging whether the driving relationship difference value is greater than a preset skid risk threshold value; if yes, controlling a preset walking module according to the reference road surface relationship, the module running current and the module running speed to perform anti-skid control on the walking module; and if no, continuously acquiring the module running current and the module running speed to determine the driving relationship difference value for cyclic judgment. The application has the effects of optimizing the anti-skid effect of the walking module and improving the operation stability of the walking module.

Description

Technical Field

[0001] This application relates to the technical field of walking module control, and in particular to a walking module current detection anti-slip method, system, terminal and storage medium. Background Technology

[0002] The anti-slip method based on current detection of the walking module refers to the process of controlling the walking module to prevent slippage based on the real-time operating current of the walking module.

[0003] In related technologies, when performing anti-slip control on a walking module, a slip rate detection method is usually adopted. This involves first detecting the wheel speed of the walking module pulley and the vehicle speed of the walking module, and then calculating the speed difference between the wheel speed of the walking module pulley and the vehicle speed of the walking module. When the speed difference exceeds the speed difference threshold, it indicates that the walking module is slipping. Therefore, the walking module is decelerated at this time to achieve anti-slip control.

[0004] Regarding the aforementioned technologies, when using slip ratio detection to control the anti-slip mechanism of the walking module, the anti-slip mechanism may fail when the speed difference exceeds the threshold, resulting in poor anti-slip performance. Furthermore, when using slip ratio detection for anti-slip control, changes in the road surface cause variations in friction. Simply controlling the walking module to decelerate without differentiating between overall road friction changes and localized slippage leads to poor operational stability of the walking module, indicating room for improvement. Summary of the Invention

[0005] To optimize the anti-slip effect of the walking module and improve its operational stability, this application provides a walking module current detection anti-slip method, system, terminal, and storage medium.

[0006] Firstly, this application provides a method for preventing slippage by detecting current in a walking module, employing the following technical solution: A method for preventing slippage by current detection in a walking module, comprising: Obtain the module's operating current and module's operating speed; The module's operating current and speed are analyzed to determine the difference between the baseline road surface relationship and the driving relationship. Determine whether the difference in driving relationship is greater than the preset slip risk threshold; If it is greater than the reference road surface relationship, module operating current and module operating speed are used to control the preset walking module in order to perform anti-slip control on the walking module; If the difference is not greater than the value, the module operating current and module operating speed are continuously acquired to determine the driving relationship difference and perform a cyclic judgment.

[0007] Optionally, the steps of analyzing the module operating current and module operating speed to determine the difference between the reference road surface relationship and the driving relationship include: Data on module operating current and module operating speed are extracted to determine the first forward current, second forward current, first forward speed, second forward speed, real-time operating current, and real-time operating speed. Linear fitting is performed on the first forward current, the second forward current, the first forward velocity, and the second forward velocity to determine the reference road surface relationship; The real-time operating current is input into the reference road surface relationship to determine the theoretical operating speed; Calculate the difference between the real-time operating speed and the theoretical operating speed to determine the difference in driving relationship.

[0008] Optionally, the steps for controlling the walking module to prevent slippage, based on the reference road surface relationship, module operating current, and module operating speed, include: The relationship between the reference road surface, the module operating current, and the module operating speed are analyzed to determine the goodness of linear fit. Obtain the module's angular acceleration and safe operating current; Determine whether the module's angular acceleration is greater than a preset angular acceleration threshold; If the value is greater than the safe operating current, the walking module will be controlled to prevent slippage. If it is not greater than, then determine whether the linear fit goodness of fit is greater than the preset goodness of fit threshold. If it is not greater than the safe operating current, the walking module is controlled according to the safe operating current to perform anti-slip control on the walking module; If it is greater than 1, then data extraction is performed on the reference pavement relationship to determine the reference fitting intercept; The walking module is controlled based on the safe operating current, the reference fitting intercept, the module operating current, and the module operating speed to perform anti-slip control on the walking module.

[0009] Optionally, the steps of analyzing the reference road surface relationship, module operating current, and module operating speed to determine the goodness of linear fit include: Data on module operating current and module operating speed are extracted to determine real-time current sequence and real-time speed sequence; The real-time velocity sequence is input into the reference road surface relationship to determine the theoretical current sequence; Calculate the sum of squares of the theoretical current sequence and the real-time current sequence to determine the residual sum of squares; Calculate the sum of squares of the real-time current sequence to determine the real-time current sum of squares; The real-time current sum of squares and residual sum of squares are input into a preset fitting evaluation model to determine the goodness of linear fit.

[0010] Optionally, the steps for controlling the walking module to perform anti-slip control based on the safe operating current, the reference fitting intercept, the module operating current, and the module operating speed include: Data on module operating current and module operating speed are extracted to determine the first sliding current, the first sliding speed, the second sliding current, and the second sliding speed. Linear fitting is performed on the first sliding current, the first sliding velocity, the second sliding current, and the second sliding velocity to determine the real-time road surface relationship; Data on real-time road surface relationships are extracted to determine the real-time fitting intercept; Calculate the relative deviation between the benchmark fitting intercept and the real-time fitting intercept to determine the relative intercept deviation; The walking module is controlled based on the safe operating current, relative intercept deviation, and real-time road surface relationship to perform anti-slip control.

[0011] Optionally, the steps for controlling the walking module to perform anti-skid control based on the safe operating current, relative intercept deviation, and real-time road surface relationship include: Determine whether the relative intercept deviation is greater than the preset intercept deviation threshold; If it is not greater than the safe operating current, the walking module is controlled according to the safe operating current to perform anti-slip control on the walking module; If it is greater than that, the preset optimal driving speed will be input into the real-time road surface relationship to determine the switching control current; The travel module is controlled by switching control current to perform anti-slip control and update the real-time road surface relationship to the reference road surface relationship.

[0012] Optionally, the steps of controlling the walking module according to the safe operating current to perform anti-slip control on the walking module include: The walking module is controlled based on the safe operating current. Get the current linear velocity and current running speed of the wheel; Calculate the product of the preset braking control coefficient and the current operating speed to determine the braking speed threshold; Determine whether the current wheel linear velocity is greater than the braking speed threshold; If it is greater than the preset braking control current, the walking module will be controlled according to the preset braking control current for a preset braking control time. If it is not greater than, then maintain the safe operating current; Acquire real-time angular acceleration, module velocity sequence, and module current sequence; Data analysis was performed on the module speed sequence and module current sequence to determine the braking fit goodness; Determine whether the real-time angular acceleration and braking goodness of fit meet the preset requirements for adhesion recovery results; If not, continuously acquire real-time angular acceleration, module velocity sequence, and module current sequence for iterative judgment; If so, obtain the compliant fitting intercept, the calibrated pavement intercept, and the calibrated recovery rate; The calibration recovery rate, the standard fitting intercept, the calibration pavement intercept, and the safe operating current are input into a preset adaptive control model to determine the current control sequence. The walking module is controlled according to the current control sequence to perform anti-slip control on the walking module.

[0013] Secondly, this application provides a walking module current detection anti-slip system, which adopts the following technical solution: A walking module current detection anti-slip system includes: The acquisition module is used to acquire the module's operating current and operating speed. A memory for storing a program for a walking module current detection anti-slip method as described in any of the above claims; The processor and the program in the memory can be loaded and executed by the processor to implement a current detection anti-slip method for a walking module as described in any of the above.

[0014] Thirdly, this application provides a smart terminal, which adopts the following technical solution: A smart terminal includes a memory and a processor, wherein the memory stores a computer program that can be loaded by the processor and executed as described in any of the preceding claims, a method for detecting and preventing slippage in a walking module.

[0015] Fourthly, this application provides a computer storage medium capable of storing corresponding programs, which facilitates the optimization of the anti-slip effect of the walking module and improves the operational stability of the walking module, and adopts the following technical solution: A computer-readable storage medium storing a computer program that can be loaded by a processor and executed as described above for a walking module current detection anti-slip method.

[0016] In summary, this application includes at least one of the following beneficial technical effects: 1. By acquiring the module's operating current and speed, the module's operating current and speed are analyzed to determine the difference between the reference road surface relationship and the driving relationship. It is then determined whether the driving relationship difference is greater than a preset slip risk threshold. If it is greater, the preset walking module is controlled based on the reference road surface relationship, module operating current, and module operating speed to perform anti-slip control on the walking module. If it is not greater, the module's operating current and speed are continuously acquired to determine the driving relationship difference and the judgment is repeated, thereby improving the slip recognition accuracy of the walking module. 2. By analyzing the baseline road surface relationship, module operating current, and module operating speed, the linear fitting goodness is determined, the module angular acceleration and safe operating current are obtained, and it is determined whether the module angular acceleration is greater than the preset angular acceleration threshold. If it is greater, the walking module is controlled according to the safe operating current to perform anti-slip control. If it is not greater, the linear fitting goodness is determined whether it is greater than the preset goodness of fit threshold. If it is not greater, the walking module is controlled according to the safe operating current to perform anti-slip control. If it is greater, the baseline road surface relationship data is extracted to determine the baseline fitting intercept, and the walking module is controlled according to the safe operating current, baseline fitting intercept, module operating current, and module operating speed to perform anti-slip control, thereby improving the accuracy of the walking module's slip type judgment. 3. By controlling the walking module according to the safe operating current, the current wheel linear velocity and current running speed are obtained. The product of the preset braking control coefficient and the current running speed is calculated to determine the braking speed threshold. It is then determined whether the current wheel linear velocity is greater than the braking speed threshold. If it is, the walking module is controlled according to the preset braking control current for a preset braking control time. If it is not greater, the safe operating current is maintained. Real-time angular acceleration, module velocity sequence, and module current sequence are obtained. Data analysis is performed on the module velocity sequence and module current sequence to determine the braking fit goodness and to judge the real-time angular acceleration and braking speed. If the goodness of fit does not meet the preset requirements for adhesion recovery results, the system continuously acquires real-time angular acceleration, module velocity sequence, and module current sequence for iterative judgment. If it does meet the requirements, the system acquires the calibrated fitting intercept, calibrated road intercept, and calibrated recovery rate. The system inputs the calibrated recovery rate, calibrated fitting intercept, calibrated road intercept, and safe operating current into the preset adaptive control model to determine the current control sequence. The system controls the walking module according to the current control sequence to perform anti-slip control on the walking module, thereby slowly controlling the speed recovery of the walking module when local slippage occurs, and improving the operating stability of the walking module. Attached Figure Description

[0017] Figure 1 This is a flowchart of a current detection and anti-slip method for a walking module in an embodiment of this application.

[0018] Figure 2 This is a flowchart in this application embodiment that analyzes the module operating current and module operating speed to determine the difference between the reference road surface relationship and the driving relationship.

[0019] Figure 3 This is a flowchart illustrating how the preset walking module is controlled based on the reference road surface relationship, module operating current, and module operating speed in this application embodiment to perform anti-slip control on the walking module.

[0020] Figure 4This is a flowchart illustrating the analysis of the baseline road surface relationship, module operating current, and module operating speed in this application embodiment to determine the linear fit goodness.

[0021] Figure 5 This is a flowchart illustrating how the walking module is controlled based on the safe operating current, the reference fitting intercept, the module operating current, and the module operating speed in this embodiment of the application to perform anti-slip control on the walking module.

[0022] Figure 6 This is a flowchart illustrating how the walking module is controlled based on safe operating current, relative intercept deviation, and real-time road surface relationship in this embodiment of the application to perform anti-slip control.

[0023] Figure 7 This is a flowchart illustrating how the walking module is controlled based on a safe operating current in an embodiment of this application to perform anti-slip control on the walking module. Detailed Implementation

[0024] To make the purpose, technical solution, and advantages of this application clearer, the following description is provided in conjunction with the appendix. Figures 1 to 7 The present application will be further described in detail below with reference to embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of the application.

[0025] This application discloses a method, system, terminal, and storage medium for anti-slip detection of a walking module. Specifically, it discloses a processing terminal that acquires the module's operating current and speed, analyzes these data to determine the difference between the reference road surface relationship and the driving relationship, and determines whether the driving relationship difference exceeds a preset slip risk threshold. If it does, the system controls a preset walking module based on the reference road surface relationship, the module's operating current, and the module's speed to perform anti-slip control. If the difference does not exceed the threshold, the system continuously acquires the module's operating current and speed to determine the driving relationship difference and performs cyclical judgments, thereby improving the slip recognition accuracy of the walking module.

[0026] Reference Figure 1 This application discloses a method for preventing slippage by detecting current in a walking module, comprising the following steps: Step S100: Obtain the module operating current and module operating speed.

[0027] Among them, the module operating current refers to the walking control current sequence of each independent drive pulley in the walking module, which is determined by the processing terminal by retrieving the control current sequence of each independent drive pulley.

[0028] The module running speed refers to the speed sequence of each independent drive pulley in the walking module, which is determined by the processing terminal by retrieving the running linear speed sequence of each independent drive pulley.

[0029] Step S101: Analyze the module operating current and module operating speed to determine the difference between the reference road surface relationship and the driving relationship.

[0030] The reference road surface relationship refers to the baseline linear fit between the linear velocity of each independent drive wheel and the travel control current on the current road surface, when the travel module is operating normally and without slippage. The travel relationship difference refers to the difference between the actual linear velocity of each independent drive wheel and the theoretical linear velocity corresponding to the reference road surface relationship. Both are determined by the processing terminal through analysis of the module's operating current and speed; specific analysis steps are detailed below. Figure 2 The steps in the process.

[0031] Step S102: Determine whether the driving relationship difference is greater than the preset sliding risk threshold.

[0032] The slip risk threshold refers to the lower limit of the driving relationship difference when the driving state of the independent drive pulley of the walking module deviates from its corresponding reference road surface relationship and anti-slip control is required. The operator controls the walking module to cruise at a constant speed without slipping by using multiple sets of common working road surfaces as working conditions. The road surface relationship under stable driving conditions is taken, and the residual between the theoretical speed and the actual speed is determined based on the road surface relationship. The maximum value of the residual is taken, and a safety margin is set on the maximum value, which is the slip risk threshold.

[0033] By processing the terminal to determine whether the difference in driving relationship is greater than the slip risk threshold, it can be determined whether the driving state of the independent drive wheel in the walking module deviates from its corresponding reference road surface relationship and whether anti-slip control is required. Then, by using the reference road surface relationship to detect the slip trend of the walking module in real time, the operational stability of the walking module can be improved.

[0034] Step S1021: If it is greater than the reference road surface relationship, module operating current and module operating speed are used to control the preset walking module to perform anti-slip control on the walking module.

[0035] If the processing terminal determines that the difference in the driving relationship is greater than the slip risk threshold, it indicates that the fitting relationship between the driving control current of the independent drive wheel and the driving speed of the driving module deviates from its corresponding reference road surface relationship. This suggests that the driving module may be experiencing localized slippage relative to the ground, or that the road surface where the driving module is located may be changing, leading to changes in friction. Therefore, the driving module is controlled based on the reference road surface relationship, the module's operating current, and its operating speed. This involves implementing anti-slip control measures such as deceleration and reverse braking when the driving module exhibits a localized slippage tendency. Alternatively, when the road surface or friction changes, the driving control current of the driving module is determined based on the new fitting relationship, ensuring that the driving module maintains the optimal driving speed on different road surfaces, thereby improving the operational stability of the driving module. Specific analysis steps are detailed below. Figure 3 The steps in the process.

[0036] A walking module refers to a wheeled mobile robot with a drive motor on its chassis that drives the walking pulleys. The walking pulleys on the chassis can be multiple independently driven pulleys or non-independently driven pulleys. For multiple independently driven pulleys, the sliding risk state of each pulley is judged independently. For non-independently driven walking modules, multiple independently driven pulleys are treated as a whole and controlled as an independent driving pulley.

[0037] Step S1022: If it is not greater than, then continuously acquire the module operating current and module operating speed to determine the driving relationship difference and perform cyclic judgment.

[0038] If the processing terminal determines that the difference in driving relationship is not greater than the slip risk threshold, it indicates that the driving module does not have a slipping tendency and does not need to be treated for slipping. Therefore, the module's operating current and speed are continuously acquired to determine the difference in driving relationship, thereby detecting the slipping of the driving module in real time and improving the operating stability of the driving module.

[0039] Reference Figure 2 The steps for analyzing the module's operating current and speed to determine the difference between the reference road surface relationship and the driving relationship include: Step S200: Extract data on module operating current and module operating speed to determine the first forward current, second forward current, first forward speed, second forward speed, real-time operating current, and real-time operating speed.

[0040] The first forward current refers to the steady-state operating current value of the walking module when it is driving normally without any risk of slippage on the current road surface. When the walking module enters the current road surface, the processing terminal determines that the walking module speed is stable and the stable maintenance time exceeds the calibrated stable time window. Then, it extracts the current data of each independent drive pulley after the current stabilizes, starting from the first current point data, and then takes the average value of the current data, which is the first forward current.

[0041] The second forward current refers to the stable current adjacent to the first forward current. It is determined by the processing terminal by extracting data and averaging the data after determining the first forward current, using the current adjacent to the starting point of the sliding window corresponding to the first forward current as the starting point of the sliding window.

[0042] The first forward velocity refers to the linear velocity of the independent drive pulley corresponding to the first forward current. The processing terminal obtains the average value of the linear velocity of the pulley corresponding to the first forward current after determining the first forward current, which is the first forward velocity.

[0043] The second forward velocity refers to the linear velocity of the independent drive pulley corresponding to the second forward current. The processing terminal obtains the average value of the linear velocity of the pulley corresponding to the second forward current after determining the second forward current, which is the second forward velocity.

[0044] Real-time operating current refers to the current value of each independent drive pulley in the walking module at the current moment, which is determined by the processing terminal through data extraction of the pulley operating current via a sliding window.

[0045] Real-time operating speed refers to the walking control speed value of each independent drive pulley in the walking module at the current moment, which is determined by the processing terminal by extracting data on the pulley running speed.

[0046] Step S201: Perform linear fitting on the first forward current, the second forward current, the first forward velocity, and the second forward velocity to determine the reference road surface relationship.

[0047] The reference road surface relationship is consistent with the reference road surface relationship in step S101, and is determined by the processing terminal through linear fitting of the first forward current, the second forward current, the first forward velocity, and the second forward velocity.

[0048] Step S202: Input the real-time operating current into the reference road surface relationship to determine the theoretical operating speed.

[0049] The theoretical operating speed refers to the theoretical operating speed corresponding to the real-time operating current, which is determined by the reference road surface relationship. It is calculated by the processing terminal by inputting the real-time operating current into the linear fitting formula corresponding to the reference road surface relationship.

[0050] Step S203: Calculate the difference between the real-time running speed and the theoretical running speed to determine the driving relationship difference.

[0051] The driving relationship difference is consistent with the driving relationship difference in step S101, and is determined by the processing terminal by calculating the difference between the real-time running speed and the theoretical running speed.

[0052] Reference Figure 3 The steps for controlling the preset walking module to perform anti-slip control based on the reference road surface relationship, module operating current, and module operating speed include: Step S300: Analyze the relationship between the reference road surface, the module operating current, and the module operating speed to determine the goodness of linear fit.

[0053] The linear fit goodness of fit refers to the quantified value of the linear relationship between the operating control current and operating speed of the independent drive wheel in the walking module, which is at risk of slippage. It is determined by the processing terminal through analysis of the reference road surface relationship, module operating current, and module operating speed. Specific analysis steps are detailed below. Figure 4 The steps in the process.

[0054] Step S301: Obtain the module angular acceleration and safe operating current.

[0055] Among them, the module angular acceleration refers to the angular acceleration of the walking module pulley at the current moment. It is determined by the processing terminal by first retrieving the angular velocity measurement data of the independent drive wheel with a sliding tendency, and then calculating the rate of change of angular velocity.

[0056] The safe operating current refers to the safe low torque current when the walking module is subjected to low-speed anti-slip control when a local slipping tendency is determined. The operator first takes 0.3 times the maximum angular acceleration of the walking module as the slow angular acceleration, and controls the walking module to start based on the slow angular acceleration. The worst working condition road surface of the walking module is taken as the pre-test road surface, and the walking module is controlled to start running with the slow angular acceleration. After determining the corresponding road surface relationship, 1.2 times the intercept of the road surface relationship is taken.

[0057] Step S302: Determine whether the module's angular acceleration is greater than the preset angular acceleration threshold.

[0058] The angular acceleration threshold refers to the lower limit of angular acceleration corresponding to the occurrence of local slippage of the walking module relative to the ground. It is the maximum possible angular acceleration corresponding to the walking module when no local slippage occurs. If the angular acceleration of the module is greater than the angular acceleration threshold, it indicates that the walking module has experienced local slippage. It is determined by the operator based on the principle of rigid body moving shaft rotation dynamics, according to the maximum torque of the driving motor of the walking module, the moment of inertia of the independent driving pulley, the equivalent mass of the pulley, and the radius of the pulley.

[0059] By processing the terminal, it is determined whether the angular acceleration of the independently driven pulley in the walking module is greater than the angular acceleration threshold, thereby determining whether the pulley angular acceleration of the walking module is greater than the maximum angular acceleration allowed when the walking module is driving normally and without slippage, and thus determining whether the walking module has experienced local slippage relative to the road surface.

[0060] Step S3021: If it is greater than the safe operating current, then control the walking module according to the safe operating current to perform anti-slip control on the walking module.

[0061] If the processing terminal determines that the module's angular acceleration is greater than the angular acceleration threshold, it indicates that the walking module is experiencing localized slippage relative to the ground, requiring localized slippage prevention control. Therefore, the walking module is controlled based on the safe operating current to implement slippage prevention control. Specific analysis steps are detailed below. Figure 7 The steps in the process.

[0062] Step S3022: If it is not greater than, then determine whether the linear fit goodness of fit is greater than the preset goodness of fit threshold.

[0063] If the processing terminal determines that the angular acceleration of all independently driven pulleys in the walking module is not greater than the angular acceleration threshold, it indicates that the sliding angular acceleration of the walking module has not exceeded the maximum angular acceleration when the walking module is driving normally. However, there is still a risk of local slippage. Therefore, it is necessary to further determine whether the linear fit goodness is greater than the fit goodness threshold, thereby further determining whether the walking module has a risk of local slippage relative to the ground, and thus improving the anti-slip control accuracy of the walking module.

[0064] The goodness-of-fit threshold refers to the lower limit of the linear goodness-of-fit when the driving control current of the driving module deviates from the linear relationship with the driving speed of the driving module and a risk of local slippage occurs. It is determined by the operator through offline pre-experiments on multiple common working conditions of the driving module, after determining multiple sets of road surface relationships, taking the minimum value of the linear goodness-of-fit corresponding to the road surface relationship, and setting a certain safety margin downward based on the minimum value.

[0065] Step S3023: If it is not greater than the safe operating current, then control the walking module according to the safe operating current to perform anti-slip control on the walking module.

[0066] If the processing terminal determines that the linear fit goodness of the independently driven pulleys in the walking module is not greater than the goodness-of-fit threshold, it indicates that the driving control current and the driving speed of the walking module have deviated significantly from a linear relationship. However, if the driving surface changes, the driving control current and the driving speed will not deviate significantly from a linear relationship. Therefore, the walking module experiences localized slippage relative to the ground. When localized slippage occurs, the walking module is controlled based on the safe operating current to perform localized anti-slip control, thereby optimizing the anti-slip effect of the walking module. Specific analysis steps are detailed below. Figure 7 The steps in the process.

[0067] Step S3024: If it is greater than, then extract data from the reference pavement relationship to determine the reference fitting intercept.

[0068] If the processing terminal determines that the linear fit goodness of all independently driven pulleys in the walking module is greater than the fit goodness threshold, it indicates that the walking control current and walking speed of the walking module have not deviated significantly from the linear relationship. Therefore, there is a situation where the road surface of the walking module has changed or the walking module has a slight risk relative to the road surface. It is necessary to further determine whether the new fitting relationship has a significant change in intercept relative to the benchmark fitting relationship, so as to further determine whether the road friction has a systematic judgment and improve the accuracy of the judgment of the sliding type of the walking module. Therefore, the benchmark road surface relationship is extracted to determine the benchmark fitting intercept, providing data support for the subsequent control of the walking module.

[0069] The benchmark fitting intercept refers to the intercept in the benchmark pavement relationship, which is determined by the processing terminal through data extraction of the fitting intercept in the linear fitting formula corresponding to the benchmark pavement relationship.

[0070] Step S3025: Control the walking module based on the safe operating current, the reference fitting intercept, the module operating current, and the module operating speed to perform anti-slip control on the walking module.

[0071] After determining the benchmark fitting intercept, the walking module is controlled based on the safe operating current, the benchmark fitting intercept, the module operating current, and the module operating speed to achieve anti-slip control. Specific analysis steps are detailed below. Figure 5 The steps in the process.

[0072] Reference Figure 4 The steps for analyzing the baseline road surface relationship, module operating current, and module operating speed to determine the goodness of linear fit include: Step S400: Extract data on module operating current and module operating speed to determine real-time current sequence and real-time speed sequence.

[0073] Among them, the real-time current sequence refers to the real-time control current sequence of the independent drive wheel with slip risk. It contains 20 data points with the current time as the data endpoint. The processing terminal retrieves the module operating current of the independent drive wheel with slip risk and extracts and determines the current data.

[0074] The real-time speed sequence refers to the real-time pulley linear velocity sequence of the independent drive wheel with slippage risk. It contains 20 data points with the current time as the data endpoint. The processing terminal determines the speed by retrieving the module running speed of the independent drive wheel with slippage risk and by extracting the current data.

[0075] Step S401: Input the real-time speed sequence into the reference road surface relationship to determine the theoretical current sequence.

[0076] The theoretical current sequence refers to the theoretical current magnitude corresponding to each real-time speed in the real-time speed sequence, which is determined based on the reference road surface relationship. The processing terminal calculates and determines the current magnitude corresponding to each real-time speed by sequentially inputting each real-time speed in the real-time current sequence into the reference road surface relationship, which is the theoretical current sequence.

[0077] Step S402: Calculate the sum of squares of the theoretical current sequence and the real-time current sequence to determine the residual sum of squares.

[0078] Among them, the residual sum of squares refers to the sum of squares of the theoretical current sequence and the real-time current sequence. It is determined by the processing terminal by first calculating the difference between each theoretical current in the theoretical current sequence and its corresponding real-time current, then calculating the square of each difference, and finally averaging the squared results.

[0079] Step S403: Calculate the sum of squares of the real-time current sequence to determine the real-time current sum of squares.

[0080] Among them, the real-time current sum of squares refers to the sum of squares of the real-time current sequence and the mean of the real-time current sequence. It is determined by the processing terminal by first calculating the average value of the real-time current sequence, and then calculating the sum of squares of the real-time current sequence and the mean of the real-time current sequence.

[0081] Step S404: Input the real-time current sum of squares and the residual sum of squares into the preset fitting evaluation model to determine the goodness of linear fit.

[0082] Among them, the fit evaluation model refers to a formulaic model that measures the linear correlation of a linear regression model based on the ratio of the sum of squared residuals to the sum of squared deviations. The specific calculation formula is as follows: .

[0083] In the formula, For linear fit goodness of fit, For the sum of squared residuals, This represents the sum of squares of the real-time current.

[0084] The linear fit goodness of fit is consistent with that in step S300, and is determined by the processing terminal by inputting the real-time current sum of squares and the residual sum of squares into the fitting evaluation model.

[0085] Reference Figure 5 The steps for controlling the walking module to perform anti-slip control based on the safe operating current, the reference fitting intercept, the module operating current, and the module operating speed include: Step S500: Extract data from the module operating current and module operating speed to determine the first sliding current, the first sliding speed, the second sliding current, and the second sliding speed.

[0086] The first sliding current refers to the walking control current data corresponding to the forward adjacent time of each independent drive pulley in the walking module at the current time, which is determined by the processing terminal by extracting data from the module's operating current.

[0087] The first sliding speed refers to the pulley linear speed corresponding to the first sliding current, which is determined by the processing terminal by extracting data on the module's running speed based on the first sliding current.

[0088] The second sliding current is consistent with the real-time operating current in step S200, and is determined by the processing terminal by extracting data from the module's operating current.

[0089] The second sliding speed is consistent with the real-time running speed in step S200, and is determined by the processing terminal through data extraction of the module running speed.

[0090] Step S501: Perform linear fitting on the first sliding current, the first sliding velocity, the second sliding current, and the second sliding velocity to determine the real-time road surface relationship.

[0091] Among them, the real-time road surface relationship refers to the fitting relationship determined based on the current real-time operation data, which is determined by the processing terminal through linear fitting of the first sliding current, the first sliding speed, the second sliding current, and the second sliding speed.

[0092] Step S502: Extract data from the real-time road surface relationship to determine the real-time fitting intercept.

[0093] Among them, the real-time fitting intercept refers to the intercept in the real-time road surface relationship, which is determined by the processing terminal through data extraction of the fitting intercept in the linear fitting relationship corresponding to the real-time road surface relationship.

[0094] Step S503: Calculate the relative deviation between the benchmark fitting intercept and the real-time fitting intercept to determine the relative intercept deviation.

[0095] The relative intercept deviation refers to the relative deviation between the benchmark fitting intercept and the real-time fitting intercept. It is determined by the processing terminal by first calculating the absolute difference between the benchmark fitting intercept and the real-time fitting intercept, and then calculating the quotient of the absolute difference and the benchmark fitting intercept.

[0096] Step S504: Control the walking module based on the safe operating current, relative intercept deviation and real-time road surface relationship to perform anti-slip control on the walking module.

[0097] After determining the relative intercept deviation, the walking module is controlled based on the safe operating current, relative intercept deviation, and real-time road surface relationship to perform anti-skid control. Specific analysis steps are detailed below. Figure 6 The steps in the process.

[0098] Reference Figure 6 The steps for controlling the walking module to perform anti-skid control based on safe operating current, relative intercept deviation, and real-time road surface relationship include: Step S600: Determine whether the relative intercept deviation is greater than the preset intercept deviation threshold.

[0099] The intercept deviation threshold refers to the lower limit of the relative intercept deviation corresponding to a significant intercept offset between the real-time road surface relationship and the reference road surface relationship, and a systematic change in the friction force of the road surface where the walking module is located. The operator determines the maximum relative intercept deviation by setting up offline pre-experiments on multiple commonly used road surfaces where the walking module operates, and then sets a certain safety margin upward on the relative deviation, which is the intercept deviation threshold.

[0100] By processing the terminal to determine whether the relative intercept deviation is greater than the intercept deviation threshold, it can be determined whether the real-time road surface relationship has a significant intercept offset relative to the reference road surface relationship, and whether the friction force of the road surface where the walking module is located has undergone a systematic change. This helps to determine the road surface changes or local sliding conditions of the walking module, thereby improving the control accuracy of the walking module.

[0101] Step S601: If it is not greater than the safe operating current, control the walking module according to the safe operating current to perform anti-slip control on the walking module.

[0102] If the processing terminal determines that the relative intercept deviation is not greater than the intercept deviation threshold, it indicates that the real-time road surface relationship has not shown a significant intercept offset relative to the reference road surface relationship, and the friction force of the road surface where the walking module is located has not changed systematically. Therefore, the walking module experiences local slippage relative to the road surface, requiring local anti-slip control. The walking module is controlled according to the safe operating current to perform anti-slip control. The specific analysis steps are as follows: Figure 7 The steps in the process.

[0103] Step S602: If it is greater than the preset optimal driving speed, then input the preset optimal driving speed into the real-time road surface relationship to determine the switching control current.

[0104] If the processing terminal determines that the relative intercept deviation is greater than the intercept deviation threshold, it indicates that the real-time road surface relationship has a significant intercept offset relative to the reference road surface relationship, and the friction force of the road surface where the walking module is located has changed systematically. Therefore, the road surface where the walking module is located has changed, and it is necessary to change the operating control current of the walking module based on the real-time road surface relationship to improve the operating stability of the walking module. Therefore, the optimal driving speed is input into the real-time road surface relationship to determine the switching control current.

[0105] The optimal driving speed refers to the best driving speed of the walking module under normal driving conditions or the target control speed of the pulley of the walking module, which is calibrated by the operator in the system according to the working scenario of the walking module.

[0106] The switching control current refers to the control current of the walking module when a road surface change occurs. The processing terminal first determines whether the road surface relationship corresponding to all independent drive pulleys of the current walking module is consistent. If they are consistent, the optimal driving speed is directly input into the real-time road surface relationship for calculation. If they are inconsistent, the optimal driving speed is first input into the road surface relationship corresponding to each independent drive pulley to determine multiple walking control currents. The minimum value among all walking control currents is selected as the control current to control the walking module until the road surface relationship of all pulleys of the walking module is basically stable and consistent, and the intercept deviation does not exceed the unbiased threshold calibrated in the system. Then, the road surface relationship of any pulley is selected, and the switching control current is determined based on the arbitrary road surface relationship and the optimal driving speed. The unbiased threshold is determined by the operator based on the average value of the maximum intercept difference of the road surface relationship corresponding to each independent drive pulley of the walking module under normal operating conditions, and then a small safety redundancy value is set on the benchmark deviation value.

[0107] Step S603: Control the walking module according to the switching control current to perform anti-slip control on the walking module and update the real-time road surface relationship to the reference road surface relationship.

[0108] Specifically, after determining the switching control current, the walking module is controlled according to the switching control current to perform anti-slip control on the walking module, and the real-time road surface relationship of each independent drive pulley of the walking module when it is basically consistent and stable is updated to the reference road surface relationship.

[0109] Reference Figure 7 The steps for controlling the walking module based on the safe operating current to perform anti-slip control include: Step S700: Control the walking module according to the safe operating current.

[0110] Specifically, when the walking module partially slides relative to the road surface, the walking module is controlled according to the safe operating current, thereby reducing the walking speed of the walking module first when it partially slides relative to the road surface.

[0111] Step S701: Obtain the current wheel linear velocity and current running speed.

[0112] The current wheel linear speed refers to the real-time linear speed of the pulley of the walking module after the safe operating current control. It is determined by the processing terminal by first retrieving the measurement data of the wheel speed sensor, determining the real-time angular speed of the pulley, and then calculating the real-time angular speed and the pulley radius calibrated in the system.

[0113] The current operating speed refers to the uniform operating speed of the vehicle body when the walking module is running smoothly without slipping. It is determined by the processing terminal by first retrieving the linear velocity of each independent drive wheel during the period of uniform operation without slipping, and then calculating the average value of the linear velocity.

[0114] Step S702: Calculate the product of the preset braking control coefficient and the current operating speed to determine the braking speed threshold.

[0115] Among them, the braking control coefficient refers to the coefficient that sets a certain safety margin on the current operating speed to amplify the current operating speed and avoid ineffective braking. It is set to 1.1 and is calibrated by the operator in the system.

[0116] The braking speed threshold refers to the lower limit of the walking module speed when the walking module enters the reverse braking stage after controlling the walking module according to the safe operating current. That is, when the walking module speed exceeds the braking speed threshold when controlling the walking module according to the safe operating current, the walking module is subjected to reverse braking control. It is determined by the processing terminal by calculating the product of the braking control coefficient and the current running speed.

[0117] Step S703: Determine whether the current wheel linear velocity is greater than the braking speed threshold.

[0118] Specifically, by processing the terminal to determine whether the current wheel linear speed is greater than the braking speed threshold, it can determine whether the pulley of the walking module is macroscopically spinning, whether the pulley speed is significantly higher than the speed of the walking module body, and then determine whether it is necessary to actively apply a reverse torque to actively consume the idling kinetic energy during local sliding, so that the pulley speed of the walking module drops back, regains grip, and improves the operational stability of the walking module.

[0119] Step S7031: If it is greater than the preset braking control current, then control the walking module according to the preset braking control current and continue for the preset braking control time.

[0120] If the processing terminal determines that the current wheel linear speed is greater than the braking speed threshold, it indicates that the pulley of the walking module is macroscopically spinning, and the pulley speed is significantly higher than the walking module vehicle speed. It is necessary to actively apply a reverse torque to actively consume the idling kinetic energy during local sliding, so that the pulley speed of the walking module drops and regains grip. Therefore, at this time, all pulleys of the walking module are controlled according to the braking control current, and the braking control time is continuous to avoid the walking module vehicle body from losing stability due to excessive reverse braking time.

[0121] Braking control current refers to the travel control current that controls the reverse braking of the pulley torque of the travel module. It is determined by the operator by setting up a sliding condition on the commonly used road surface where the travel module operates, creating a low-adhesion situation, and manually triggering local sliding. At the moment of local sliding of the travel module, a reverse torque control current is applied to determine the minimum value of the braking current critical value that causes the wheel speed to drop in the shortest time and the vehicle body to run stably. A certain safety margin is then set below the current critical value, which is the braking control current.

[0122] Braking control time refers to the continuous braking time of the braking control current when the walking module is braked in reverse. It is determined by the operator through experiments set according to the braking control current under the same ground adhesion conditions after determining the braking control current. After determining the minimum braking time that causes the pulley linear speed to fall back to the braking speed threshold, a safety redundancy time of 20ms is set upwards from the minimum braking time.

[0123] Step S7032: If it is not greater than, then maintain the safe operating current.

[0124] If the processing terminal determines that the current wheel linear speed is not greater than the braking speed threshold, it indicates that the pulley speed of the walking module has not undergone macroscopic free spin and the pulley speed is not significantly higher than the vehicle speed of the walking module. Therefore, it is not necessary to actively apply a reverse torque to actively consume the idling kinetic energy during local sliding. Thus, no reverse braking control is applied to the walking module at this time, thereby avoiding increasing the slip ratio when the pulley of the walking module has already slowed down, and thus improving the operational stability of the walking module.

[0125] Step S704: Obtain real-time angular acceleration, module velocity sequence, and module current sequence.

[0126] Among them, real-time angular acceleration refers to the magnitude of the angular acceleration of the independent drive pulley of the walking module after reverse braking or when reverse braking is not required. It is determined by the processing terminal by retrieving the angular velocity data of the independent drive pulley after completing the braking control logic and calculating the rate of change of the angular velocity data.

[0127] The module speed sequence refers to the pulley linear speed sequence of the walking module after reverse braking or when reverse braking is not required. It is determined by the processing terminal by retrieving the pulley linear speed sequence of the independently driven pulleys when the braking control logic is completed and the walking module resumes safe operating current.

[0128] The module current sequence refers to the pulley operation control current sequence of the walking module after reverse braking or when reverse braking is not required. It is determined by the processing terminal by retrieving the pulley operation current control sequence of the independently driven pulley when the braking control logic is completed and the walking module resumes safe operation current.

[0129] Step S705: Perform data analysis on the module speed sequence and module current sequence to determine the braking fit goodness.

[0130] Among them, the braking fit goodness refers to the fit goodness calculated based on the module speed sequence and module current sequence. The specific calculation steps are the same as the calculation steps of the linear fit goodness in step S404. The processing terminal fits the road surface relationship in real time based on the module speed sequence and module current sequence, and then determines the braking fit goodness based on the fitting residual.

[0131] Step S706: Determine whether the real-time angular acceleration and braking fit goodness meet the preset requirements for adhesion recovery results.

[0132] Specifically, by processing the terminal to determine whether the real-time angular acceleration and braking fit goodness meet the requirements of the adhesion recovery results, it is determined whether the pulley of the walking module has regained grip, and then it is determined whether the walking control current of the walking module can be gradually increased to improve the operating stability of the walking module.

[0133] The adhesion recovery result refers to a real-time angular acceleration less than the angular acceleration threshold and a braking goodness of fit greater than the goodness of fit threshold. The requirement for the adhesion recovery result is consistency with the adhesion recovery result.

[0134] Step S7061: If not, continuously acquire real-time angular acceleration, module velocity sequence and module current sequence for cyclic judgment.

[0135] If the processing terminal determines that the real-time angular acceleration and braking fit goodness of all independent drive pulleys of the walking module do not meet the requirements of the adhesion recovery result, it indicates that the walking module has not yet regained grip. Therefore, the real-time angular acceleration, module speed sequence and module current sequence are continuously acquired for cyclic judgment to improve the operating stability of the walking module.

[0136] Step S7062: If yes, then obtain the compliant fitting intercept, the calibrated pavement intercept, and the calibrated recovery rate.

[0137] If the processing terminal determines that the real-time angular acceleration and linear fitting goodness of all independent drive pulleys of the walking module meet the requirements of the adhesion recovery results, it indicates that the walking module has regained grip. Therefore, at this time, the calibrated fitting intercept, calibrated road intercept, and calibrated recovery rate are obtained to provide data support for gradually increasing the operating control current of the walking module and gradually controlling the walking module to enter the normal walking mode.

[0138] The compliant fitting intercept refers to the fitting intercept of any independent drive pulley when the real-time angular acceleration and linear fitting goodness of all independent drive pulleys in the walking module meet the requirements of the adhesion recovery results. It is determined by the processing terminal by retrieving the intercept of the road surface relationship corresponding to any independent drive pulley after determining that the real-time angular acceleration and linear fitting goodness of all independent drive pulleys in the walking module meet the requirements of the adhesion recovery results.

[0139] The calibration road intercept refers to the road relationship intercept of the independent drive pulley selected on the calibration road surface to achieve the calibration fitting intercept. It is determined by the processing terminal by retrieving the intercept corresponding to the calibration road relationship determined by the operator in a pre-experiment on the calibration road surface used as the calibration reference speed recovery rate.

[0140] The calibration recovery rate refers to the optimal speed recovery rate when the walking module is subjected to local sliding intervention on the calibration road surface. It is determined by the operator through artificially controlling the walking module to slip locally on the calibration road surface. After adopting safe operating current control, braking control logic, and determining the angular acceleration and goodness of fit, different speed recovery rates are set for preliminary experiments. Finally, the speed recovery rate that makes the walking module speed recover the fastest under the premise of stable operation is determined. Then, the product of the speed recovery rate and the safety margin is calculated, and the recovery rate is slightly reduced to determine the final rate.

[0141] Step S7063: Input the calibration recovery rate, the standard fitting intercept, the calibration road intercept, and the safe operating current into the preset adaptive control model to determine the current control sequence.

[0142] The adaptive control model refers to an algorithm model that adjusts the calibration recovery rate proportionally based on the ratio between the current road surface intercept and the calibration road surface intercept. After determining the corresponding recovery rate, the speed of the walking module is adjusted according to the recovery rate. Since the intercept in the road surface relationship represents the current required by the walking module to overcome the road resistance, the speed recovery rate of the walking module is determined based on the proportion of the intercept, i.e., the proportion of the road resistance, and the module speed is controlled based on this rate. The specific model formula is as follows: .

[0143] In the formula, It is a current-controlled sequence. To achieve the target fitting intercept, To calibrate the road surface intercept, To calibrate the recovery rate, For safe operation current.

[0144] The current control sequence refers to the sequence of operating control currents that gradually control the acceleration of the walking module, transitioning from the low-speed anti-skid mode corresponding to the safe operating current to the normal driving state. The sequence is calculated and determined by the processing terminal by inputting the standard fitting intercept, the reference road intercept, and the safe operating current into the adaptive control model. Once the speed of the walking module reaches the optimal operating speed, it maintains the optimal operating speed for uniform driving.

[0145] Step S7064: Control the walking module according to the current control sequence to perform anti-slip control on the walking module.

[0146] In this process, after determining the current control sequence, the walking module is controlled according to the current control sequence to perform anti-slip control on the walking module.

[0147] Based on the same inventive concept, embodiments of this application provide a walking module current detection anti-slip system, including: The acquisition module is used to acquire module operating current, module operating speed, module angular acceleration, safe operating current, current wheel linear speed, current operating speed, real-time angular acceleration, module speed sequence, module current sequence, standard fitting intercept, calibrated road intercept, and calibrated recovery rate. A memory for storing a program for a current detection anti-slip method for a walking module; The processor and memory can load and execute programs to implement a current detection and anti-slip method for a walking module.

[0148] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional modules is used as an example. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. The specific working process of the system, device, and unit described above can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0149] This application provides a computer-readable storage medium storing a computer program that can be loaded by a processor and executed as a method for detecting and preventing slippage in a walking module.

[0150] Computer storage media include, for example, USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, optical disks, and other media that can store program code.

[0151] Based on the same inventive concept, this application provides a smart terminal, including a memory and a processor. The memory stores a computer program that can be loaded and executed by the processor to perform a walking module current detection anti-slip method.

[0152] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional modules is used as an example. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. The specific working process of the system, device, and unit described above can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0153] The above are all preferred embodiments of this application and are not intended to limit the scope of protection of this application. Any feature disclosed in this specification (including the abstract and drawings) may be replaced by other equivalent or similar features unless specifically stated otherwise. That is, unless specifically stated otherwise, each feature is only one example of a series of equivalent or similar features.

Claims

1. A method for preventing slippage by detecting current in a walking module, characterized in that, include: Obtain the module's operating current and module's operating speed; The module's operating current and speed are analyzed to determine the difference between the baseline road surface relationship and the driving relationship. The steps for analyzing the module's operating current and speed to determine the difference between the reference road surface relationship and the driving relationship include: Data on module operating current and module operating speed are extracted to determine the first forward current, second forward current, first forward speed, second forward speed, real-time operating current, and real-time operating speed. Linear fitting is performed on the first forward current, the second forward current, the first forward velocity, and the second forward velocity to determine the reference road surface relationship; The real-time operating current is input into the reference road surface relationship to determine the theoretical operating speed; Calculate the difference between the real-time operating speed and the theoretical operating speed to determine the driving relationship difference; Determine whether the difference in driving relationship is greater than the preset slip risk threshold; If it is greater than the reference road surface relationship, module operating current and module operating speed are used to control the preset walking module in order to perform anti-slip control on the walking module; The steps for controlling the preset walking module to perform anti-slip control based on the reference road surface relationship, module operating current, and module operating speed include: The relationship between the reference road surface, the module operating current, and the module operating speed are analyzed to determine the goodness of linear fit. Obtain the module's angular acceleration and safe operating current; Determine whether the module's angular acceleration is greater than a preset angular acceleration threshold; If the value is greater than the safe operating current, the walking module will be controlled to prevent slippage. If it is not greater than, then determine whether the linear fit goodness of fit is greater than the preset goodness of fit threshold. If it is not greater than the safe operating current, the walking module is controlled according to the safe operating current to perform anti-slip control on the walking module; If it is greater than 1, then data extraction is performed on the reference pavement relationship to determine the reference fitting intercept; The walking module is controlled based on the safe operating current, the reference fitting intercept, the module operating current, and the module operating speed to perform anti-slip control on the walking module; If the difference is not greater than the value, the module operating current and module operating speed are continuously acquired to determine the driving relationship difference and perform a cyclic judgment.

2. The anti-slip method for current detection of a walking module according to claim 1, characterized in that, The steps for analyzing the baseline road surface relationship, module operating current, and module operating speed to determine the goodness of linear fit include: Data on module operating current and module operating speed are extracted to determine real-time current sequence and real-time speed sequence; The real-time velocity sequence is input into the reference road surface relationship to determine the theoretical current sequence; Calculate the sum of squares of the theoretical current sequence and the real-time current sequence to determine the residual sum of squares; Calculate the sum of squares of the real-time current sequence to determine the real-time current sum of squares; The real-time current sum of squares and residual sum of squares are input into a preset fitting evaluation model to determine the goodness of linear fit.

3. The anti-slip method for current detection of a walking module according to claim 1, characterized in that, The steps for controlling the walking module to perform anti-slip control based on the safe operating current, the reference fitting intercept, the module operating current, and the module operating speed include: Data on module operating current and module operating speed are extracted to determine the first sliding current, the first sliding speed, the second sliding current, and the second sliding speed. Linear fitting is performed on the first sliding current, the first sliding velocity, the second sliding current, and the second sliding velocity to determine the real-time road surface relationship; Data on real-time road surface relationships are extracted to determine the real-time fitting intercept; Calculate the relative deviation between the benchmark fitting intercept and the real-time fitting intercept to determine the relative intercept deviation; The walking module is controlled based on the safe operating current, relative intercept deviation, and real-time road surface relationship to perform anti-slip control.

4. The anti-slip method for current detection of a walking module according to claim 3, characterized in that, The steps for controlling the walking module to perform anti-skid control based on safe operating current, relative intercept deviation, and real-time road surface relationship include: Determine whether the relative intercept deviation is greater than the preset intercept deviation threshold; If it is not greater than the safe operating current, the walking module is controlled according to the safe operating current to perform anti-slip control on the walking module; If it is greater than that, the preset optimal driving speed will be input into the real-time road surface relationship to determine the switching control current; The travel module is controlled by switching control current to perform anti-slip control and update the real-time road surface relationship to the reference road surface relationship.

5. A method for preventing slippage by current detection in a walking module according to claim 1 or 4, characterized in that, The steps for controlling the walking module based on the safe operating current to perform anti-slip control include: The walking module is controlled based on the safe operating current. Get the current linear velocity and current running speed of the wheel; Calculate the product of the preset braking control coefficient and the current operating speed to determine the braking speed threshold; Determine whether the current wheel linear velocity is greater than the braking speed threshold; If it is greater than the preset braking control current, the walking module will be controlled according to the preset braking control current for a preset braking control time. If it is not greater than, then maintain the safe operating current; Acquire real-time angular acceleration, module velocity sequence, and module current sequence; Data analysis was performed on the module speed sequence and module current sequence to determine the braking fit goodness; Determine whether the real-time angular acceleration and braking goodness of fit meet the preset requirements for adhesion recovery results; If not, continuously acquire real-time angular acceleration, module velocity sequence, and module current sequence for iterative judgment; If so, obtain the compliant fitting intercept, the calibrated pavement intercept, and the calibrated recovery rate; The calibration recovery rate, the standard fitting intercept, the calibration pavement intercept, and the safe operating current are input into a preset adaptive control model to determine the current control sequence. The walking module is controlled according to the current control sequence to perform anti-slip control on the walking module.

6. A current detection anti-slip system for a walking module, characterized in that, include: The acquisition module is used to acquire the module's operating current and operating speed. A memory for storing a program for a walking module current detection anti-slip method as described in any one of claims 1 to 5; The processor and the program in the memory can be loaded and executed by the processor to implement the current detection anti-slip method for a walking module as described in any one of claims 1 to 5.

7. A smart terminal, characterized in that, It includes a memory and a processor, wherein the memory stores a computer program that can be loaded by the processor and executed as described in any one of claims 1 to 5, a method for detecting anti-slip movement of a walking module.

8. A computer-readable storage medium, characterized in that, The system contains a computer program that can be loaded by a processor and executed as described in any one of claims 1 to 5, for a method of current detection and anti-slip for a walking module.

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