Device cooperative control method, system, vehicle and aircraft

Abstract

The present disclosure relates to the field of aircraft control, in particular to a device cooperative control method, system, vehicle and aircraft. The method comprises: acquiring motion state information of a vehicle chassis, the motion state information at least comprising motion state of the vehicle chassis in a Z-axis direction; sending synchronization information to a target aircraft, the synchronization information being used for clock calibration of the target aircraft; and sending the motion state information to the target aircraft, so that the target aircraft performs a cooperative action with the vehicle chassis, the cooperative action at least comprising action of the target aircraft in the Z-axis direction. By identifying a synchronization flow starting point through a synchronization start frame, transferring a reference time through a synchronization time frame, and supplementing delay correction information through a following data frame, high-precision clock synchronization between the vehicle and the target aircraft can be achieved, and in turn, action timing sequence of the vehicle and the aircraft in the vertical direction can be accurately matched, dynamic following precision between the target aircraft and the vehicle can be improved, and robustness of vehicle-aircraft cooperation can be ensured.

Description

Technical Field

[0001] This disclosure relates to the field of aircraft control, and more specifically, to a method, system, vehicle, and aircraft for coordinated equipment control. Background Technology

[0002] Currently, vehicle-mounted aerial vehicles (VAVs) are widely used in scenarios such as single-vehicle following, multi-vehicle swarm collaboration, patrol, and emergency rescue, requiring high-precision synchronization and vehicle-vehicle integration. Existing systems often struggle to achieve high-precision synchronization between VAVs and vehicles; for example, VAVs cannot replicate the climbing and ascending movements of vehicles. Summary of the Invention

[0003] The purpose of this disclosure is to provide a method, system, vehicle, and aircraft for coordinated control of equipment to achieve high-precision synchronization between the aircraft and the vehicle.

[0004] To achieve the above objectives, the first aspect of this disclosure provides a device cooperative control method, comprising: Acquire motion state information of the vehicle chassis, wherein the motion state information includes at least the motion state of the vehicle chassis in the Z-axis direction; A synchronization message is sent to the target aircraft to enable the target aircraft to perform clock calibration. The synchronization message includes multiple synchronization frames, including a synchronization start frame, a synchronization time frame, and a follow-up data frame. The motion state information is sent to the target aircraft so that the target aircraft performs coordinated actions with the vehicle chassis under the synchronized clock. The coordinated actions include at least the actions of the target aircraft in the Z-axis direction. The step of sending synchronization information to the target aircraft includes: The synchronization start frame is generated and sent to the target aircraft. The synchronization start frame is used to identify the start of this time synchronization. The synchronization time frame is generated and sent to the target aircraft. The synchronization time frame carries information about a first moment, which is the moment when the generation of the synchronization time frame begins. In response to determining that the synchronization time frame was successfully transmitted, the follow data frame is generated and transmitted to the target aircraft. The follow data frame carries vehicle internal processing delay information, which is determined based on the first time and the second time, where the second time is the time when the synchronization time frame was successfully transmitted.

[0005] Optionally, the motion state information may also include the motion state of the vehicle chassis in the X-axis and / or Y-axis directions, and the cooperative action may also include the action of the target aircraft in the X-axis and / or Y-axis directions.

[0006] Optionally, the motion state of the vehicle chassis in the Z-axis direction includes displacement information of the chassis in the Z-axis direction and / or angle information of the chassis in the Z-axis direction.

[0007] Optionally, the displacement information of the chassis in the Z-axis direction and / or the angle information of the chassis in the Z-axis direction are determined based on the following method: The displacement information of the chassis in the Z-axis direction is determined based on the displacement information of the wheels in the Z-axis direction, and the angle information of the chassis in the Z-axis direction is determined based on the angle information of the wheels in the Z-axis direction. And / or, based on the vehicle body height information, determine the chassis displacement information in the Z-axis direction, and based on the vehicle body pitch angle information, determine the chassis angle information in the Z-axis direction.

[0008] Optionally, the motion state information of the vehicle chassis is obtained by the vehicle in the following ways: A chassis control command is sent to the target node that has completed the synchronization of the in-vehicle clock. The chassis control command is used to instruct the target node to perform corresponding actions. The target node is the node in the vehicle that is responsible for chassis motion control and motion information collection. Receive the actual motion data returned by the target node during the execution of the action by the target node, in order to obtain the motion state information of the vehicle chassis.

[0009] Optionally, the synchronization time frame and the follow-up data frame are sent in a broadcast manner.

[0010] A second aspect of this disclosure provides a device collaborative control method, comprising: Receive synchronization information and calibrate the local clock according to the synchronization information. The synchronization information includes multiple synchronization frames, including a synchronization start frame, a synchronization time frame, and a follow data frame. Receive motion state information of the vehicle chassis, wherein the motion state information includes at least the motion state of the vehicle chassis in the Z-axis direction; Under the synchronized clock, a coordinated action with the vehicle chassis is performed based on the motion state information, the coordinated action including at least the action of the target aircraft in the Z-axis direction; The step of receiving synchronization information and calibrating the local clock according to the synchronization information includes: In response to receiving the synchronization start frame, the system suspends data transmission and keeps its communication port and wireless link idle. Receive the synchronization time frame to obtain information of a first moment from the synchronization time frame, wherein the first moment is the moment when the vehicle begins to generate the synchronization time frame; Receive the following data frame to obtain in-vehicle processing delay information from the following data frame; The transmission delay is determined based on the first moment, the vehicle interior processing delay information, the reception time of the synchronization time frame, the reception time of the following data frame, the frame length of the following data frame, and the preset communication link transmission rate. The local clock is calibrated based on the transmission delay.

[0011] Optionally, receive motion status information of the vehicle chassis, including: Receive device collaborative action frames, which are encapsulated by collaborative control commands generated by the vehicle based on the motion state information; Executing coordinated actions with the vehicle chassis based on the motion state information includes: Instruction parameters are extracted from the device's collaborative action frames, and these instruction parameters are used to match the synchronization behavior scheme configured on the aircraft itself. Based on the matched synchronization behavior scheme and the instruction parameters, a cooperative action control signal is generated; The vehicle chassis is subjected to coordinated actions according to the coordinated action control signal.

[0012] A third aspect of this disclosure provides a vehicle, comprising: A first clock is used to provide the master clock time for the vehicle; The first communication module is used to communicate with the aircraft; First processor; A first memory for storing instructions executable by a first processor; The first processor is configured to execute the executable instructions in the first memory to implement the steps of the device cooperative control method provided in the first aspect of this disclosure.

[0013] This disclosure provides a fourth aspect of an aircraft, comprising: A second clock is used to provide a local clock for the aircraft, which is calibrated with received synchronization information; The second communication module is used for wireless communication with the vehicle; Second processor; A second memory used to store instructions executable by a second processor; The second processor is configured to execute the executable instructions in the second memory to implement the steps of the device cooperative control method provided in the second aspect of this disclosure.

[0014] The fifth aspect of this disclosure provides a device cooperative control system, including: a vehicle provided in the third aspect of this disclosure, and an aircraft provided in the fourth aspect of this disclosure.

[0015] In the above technical solution, by sending synchronization information to the target aircraft, the target aircraft can be aware of the internal processing delay of the vehicle during the synchronization information transmission process. This allows it to actively compensate for the error caused by the delay when establishing clock synchronization, thus achieving clock synchronization between the vehicle chassis and the target aircraft that meets the real-time collaborative control accuracy requirements. By acquiring the motion state of the vehicle chassis in the Z-axis direction and synchronizing it to the target aircraft in real time, precise matching of the action timing of the vehicle and the aircraft in the vertical direction can be achieved, thereby effectively improving the dynamic following accuracy between the target aircraft and the vehicle and ensuring the robustness of vehicle-machine collaboration.

[0016] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0017] The accompanying drawings are provided to further understand the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof.

[0018] Figure 1 This is a scenario diagram illustrating device collaborative control according to an exemplary embodiment.

[0019] Figure 2 This is a flowchart illustrating a device collaborative control method according to an exemplary embodiment.

[0020] Figure 3 This is a flowchart illustrating a device collaborative control method according to an exemplary embodiment.

[0021] Figure 4 The diagram illustrates the signaling interaction between a vehicle and a target aircraft when implementing the device cooperative control method provided in this disclosure, according to one embodiment.

[0022] Figure 5 The diagram illustrates the signaling interaction between a vehicle and a target aircraft when implementing the device cooperative control method provided in this disclosure, according to one embodiment.

[0023] Figure 6 The diagram illustrates the signaling interaction between a vehicle and a target aircraft when implementing the device cooperative control method provided in this disclosure, according to one embodiment.

[0024] Figure 7 The diagram illustrates the signaling interaction between a vehicle and a target aircraft when implementing the device cooperative control method provided in this disclosure, according to one embodiment.

[0025] Figure 8 The diagram illustrates the signaling interaction between a vehicle and a target aircraft when implementing the device cooperative control method provided in this disclosure, according to one embodiment.

[0026] Figure 9 This is a block diagram illustrating a vehicle according to an exemplary embodiment.

[0027] Figure 10 This is a block diagram illustrating an aircraft according to an exemplary embodiment. Detailed Implementation

[0028] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0029] Figure 1 This is a scenario diagram illustrating device collaborative control according to an exemplary embodiment. Figure 1 The vehicle 11 and aircraft 12 have communication capabilities, as do aircraft 12 and aircraft 13, but not between vehicle 11 and aircraft 13. Aircraft 12 can act as a target aircraft, in which case vehicle 11 can directly send its collected motion status information to aircraft 12. Similarly, aircraft 13 can also act as a target aircraft, in which case aircraft 12 can forward the received motion status information to achieve synchronous following of non-directly connected devices. The target aircraft is the device that needs to perform coordinated actions to follow the movement of the vehicle chassis.

[0030] In other words, the equipment collaborative control method provided in this disclosure is applicable in scenarios where multiple aircraft groups operate collaboratively and all aircraft and vehicles have direct communication links; in scenarios where multiple aircraft groups operate collaboratively and some aircraft and vehicles do not have direct communication links, the equipment collaborative control method provided in this disclosure is still applicable by relaying motion status information between aircraft.

[0031] Figure 2 This is a device collaborative control method illustrated according to an exemplary embodiment. Figure 2 The device collaborative control method shown can be applied to vehicles, such as... Figure 2 As shown, the device collaborative control method may include steps S21 to S23.

[0032] In step S21, the motion state information of the vehicle chassis is obtained.

[0033] Among them, the motion state information includes at least the motion state of the vehicle chassis in the Z-axis direction.

[0034] In one embodiment, the motion state of the vehicle chassis in the Z-axis direction includes: displacement information of the chassis in the Z-axis direction and / or angle information of the chassis in the Z-axis direction. Thus, the vertical motion and pitch attitude of the vehicle chassis can be accurately described using the displacement and angle information.

[0035] For example, the displacement information of the chassis in the Z-axis direction is determined based on the displacement information of the wheels in the Z-axis direction, and the angle information of the chassis in the Z-axis direction is determined based on the angle information of the wheels in the Z-axis direction. For instance, the displacement and angle of the wheels in the Z-axis direction can be obtained by a height sensor and an attitude sensor installed at the wheels, respectively, and used as the displacement and angle of the chassis in the corresponding directions.

[0036] For example, the displacement information of the chassis in the Z-axis direction is determined based on the vehicle's height information, and the angle information of the chassis in the Z-axis direction is determined based on the vehicle's pitch angle information. For instance, the change in vehicle height can be obtained through a suspension height sensor, and the pitch angle information of the vehicle can be obtained through a gyroscope or similar device, thereby determining the displacement and angle of the chassis in the Z-axis direction.

[0037] In step S22, synchronization information is sent to the target aircraft.

[0038] The synchronization information is used to enable the target aircraft to perform clock calibration.

[0039] In one embodiment, the synchronization information sent by the vehicle to the target aircraft may include the master clock timestamp of the vehicle's central controller and transmission delay compensation parameters. The target aircraft can receive the synchronization information and parse the master clock timestamp and transmission delay compensation parameters, thereby correcting its local clock to maintain sub-microsecond synchronization accuracy with the vehicle's master clock, thus providing a precise time reference for the real-time analysis of subsequent motion state information and the synchronous execution of coordinated actions.

[0040] The execution order of steps S21 and S22 is not fixed; they can both be executed before step S23.

[0041] In step S23, motion status information is sent to the target aircraft.

[0042] Among them, the dynamic state information is used to enable the target aircraft to perform coordinated actions with the vehicle chassis under the synchronized clock, so as to achieve synchronous following of the motion state of the vehicle chassis. The coordinated actions include at least the actions of the target aircraft in the Z-axis direction.

[0043] In one embodiment, the target aircraft generates a coordinated motion control signal based on the received motion state information to adjust the power output of the target aircraft.

[0044] In the above technical solution, by sending synchronization information to the target aircraft, the local clock of the target aircraft can be kept in sync with the vehicle's master clock, thereby providing a precise time reference for the real-time analysis of subsequent motion status information and the synchronous execution of coordinated actions. By acquiring the motion status of the vehicle chassis in the Z-axis direction and synchronizing it to the target aircraft in real time, dynamic matching between the vehicle and the aircraft in the vertical direction can be achieved, thereby effectively improving the dynamic following accuracy between the target aircraft and the vehicle and ensuring the robustness of vehicle-machine collaboration.

[0045] Figure 3 This is a device collaborative control method illustrated according to an exemplary embodiment. Figure 3 The device cooperative control method shown can be applied to target aircraft, such as... Figure 3 As shown, the device collaborative control method may include steps S31 and S33.

[0046] In step S31, synchronization information is received, and the local clock is calibrated according to the synchronization information.

[0047] In step S32, motion status information of the vehicle chassis is received.

[0048] Among them, the motion state information includes at least the motion state of the vehicle chassis in the Z-axis direction.

[0049] The execution order of steps S31 and S32 is not fixed; they can both be executed before step S33.

[0050] In step S33, under the synchronized clock, a coordinated action with the vehicle chassis is performed based on the motion state information.

[0051] The coordinated action includes at least the action of the target aircraft in the Z-axis direction.

[0052] In one embodiment, the target aircraft parses the received motion state information to obtain the motion state of the vehicle chassis in the Z-axis direction, and then replicates the action of the vehicle chassis in the vertical direction.

[0053] In one embodiment, the target aircraft converts motion state information into control signals for coordinated actions. These control signals may include altitude adjustment commands. The altitude adjustment commands may be generated based on the motion state of the vehicle chassis in the Z-axis direction, so that the aircraft can match the vertical displacement of the vehicle chassis caused by pitch or suspension deformation in real time.

[0054] In the above technical solution, the target aircraft uses synchronization information to calibrate its local clock, which enables the target aircraft's local clock to maintain synchronization accuracy with the vehicle's master clock, thereby providing a precise time reference for the real-time analysis of subsequent motion status information and the synchronous execution of coordinated actions. The target aircraft directly uses the actual motion state of the vehicle chassis in the Z-axis direction to execute coordinated actions, rather than relying on external perception methods such as GPS or vision. This allows for the accurate replication of the chassis's pose changes in the vertical direction, thereby effectively improving the dynamic following accuracy between the target aircraft and the vehicle and ensuring the robustness of vehicle-machine collaboration.

[0055] Figure 4 The diagram illustrates the signaling interaction between a vehicle and a target aircraft when implementing the device cooperative control method provided in this disclosure, according to one embodiment. Figure 4 The steps shown are in conjunction with the above. Figure 2 and Figure 3 The description is consistent with the actual situation, so I will not repeat it here.

[0056] In some possible implementations, vehicle clock synchronization can be performed periodically to continuously maintain vehicle time synchronization.

[0057] In some possible implementations, the aforementioned motion state information may also include the motion state of the vehicle chassis in the X-axis and / or Y-axis directions, and the cooperative action may also include the action of the target aircraft in the X-axis and / or Y-axis directions.

[0058] In one embodiment, the motion state of the vehicle chassis in the X-axis direction includes displacement information of the chassis in the X-axis direction and / or angular information of the chassis in the X-axis direction. The motion state of the vehicle chassis in the Y-axis direction includes displacement information of the chassis in the Y-axis direction and / or angular information of the chassis in the Y-axis direction.

[0059] In one embodiment, the actual motion state of the vehicle chassis in the X and Y axis directions can be determined using data fed back from the drive motor; the actual motion state of the vehicle chassis in the Z axis direction can be determined using information fed back from the suspension motor (such as its own rotation angle and displacement data).

[0060] In the above technical solution, by acquiring and transmitting the actual motion state of the vehicle chassis X, Y, and Z axes, the target aircraft can accurately perceive the full-dimensional attitude of the vehicle chassis, thereby effectively improving the dynamic following accuracy between the target aircraft and the vehicle and ensuring the robustness of vehicle-machine collaboration.

[0061] In some possible implementations, the motion state information of the vehicle chassis is obtained using the vehicle in the following ways: The chassis control command is sent to the target node that has completed the synchronization of the in-vehicle clock. The chassis control command is used to instruct the target node to perform corresponding actions. The target node is the node in the vehicle that is responsible for chassis motion control and motion information collection. Receive the actual motion data returned by the target node during the execution of actions at the target node, in order to obtain the motion state information of the vehicle chassis.

[0062] In one embodiment, the target node may include a motor controller ECU and chassis actuators. The vehicle can initiate in-vehicle clock synchronization via the central controller, achieving clock unification between the central controller, motor controller ECU, and chassis actuators via the in-vehicle backbone bus and in-vehicle sub-network bus. After synchronization, the central controller sends chassis control commands to the motor controller ECU, which decomposes the chassis control commands and distributes them to each chassis actuator. The chassis actuators operate according to the commands and collect actual execution data in real time through their own sensors. Specifically, the drive motor collects the motion state of the vehicle chassis in the X and Y axis directions, and the suspension motor collects angle or displacement data to obtain the motion state of the vehicle chassis in the Z axis direction. The chassis actuators transmit the collected actual X, Y, and Z axis motion data back to the motor controller ECU, which integrates the data and transmits it back to the central controller via the backbone bus, completing the accurate acquisition of vehicle chassis motion state information.

[0063] In one embodiment, the in-vehicle clock synchronization is implemented using at least one of the following methods: AUTOSAR CANTsyn-based synchronization, Ethernet IEEE 802.1AS-based synchronization, or other synchronization methods.

[0064] In this way, by sending commands and receiving actual execution data through the in-vehicle clock synchronization node, the true motion status of the chassis can be obtained, ensuring real-time and accurate information and providing a reliable foundation for aircraft collaboration.

[0065] Figure 5 A signaling interaction diagram between a vehicle and a target aircraft is shown according to one embodiment of the device cooperative control method provided in this disclosure. Figure 5 As shown, the equipment collaborative control method may further include step S24.

[0066] In step S24, the various nodes of the control vehicle are synchronized with their clocks.

[0067] Each node may include a central controller, a motor controller ECU connected to the central controller via a backbone network, and a chassis actuator motor connected to the motor controller ECU via a subnet.

[0068] It is worth noting that, although in Figure 5The diagram shows steps S24, S22, and S31 being executed first to synchronize the clock between the vehicle and its control unit, followed by steps S21 and S23 to acquire and send motion status information to the target aircraft. However, in other embodiments, steps S21 and S23 can be executed first, provided that the clocks of all nodes within the vehicle have been synchronized. This allows the vehicle to directly acquire the actual motion status of the chassis and send it to the target aircraft, followed by steps S22 and S31 to complete the clock synchronization calibration between the vehicle and its control unit. In this way, when the target aircraft receives motion status information, it can first perform preliminary analysis and pre-execution of following actions based on its own local clock. After clock synchronization is completed, the timing of the following actions can be corrected, thereby shortening the initial delay of the coordinated response.

[0069] In one embodiment, the synchronization information includes multiple synchronization frames. These multiple synchronization frames may include a synchronization start frame G1, a synchronization time frame G2, and a follow-up data frame G3. Figure 6 This diagram illustrates the signaling interaction between a vehicle and a target aircraft when implementing the device cooperative control method provided in this disclosure, according to one embodiment. Figure 6 The steps shown implement the processes of steps S22 and S31 above.

[0070] In step S221, the vehicle generates a synchronization start frame and sends the synchronization start frame G1 to the target aircraft.

[0071] The synchronization start frame G1 is used to identify the start of this time synchronization. For example, the synchronization start frame G1 can be used to identify the start of this time synchronization between devices that need to be synchronized.

[0072] For example, the synchronization start frame G1 may include a frame type identifier, a synchronization session ID, and the current timestamp of the vehicle's master clock. Thus, upon receiving G1, the target aircraft is aware of the upcoming time synchronization process with the peer and can enter a synchronization-ready state in advance.

[0073] In step S311, in response to receiving the synchronization start frame G1, the target aircraft suspends data transmission and keeps its communication port and wireless link idle.

[0074] This provides an interference-free transmission environment for the accurate transmission and reception of subsequent synchronization time frames and follow-up data frames, avoiding delays caused by channel conflicts.

[0075] In step S222, the vehicle generates a synchronization time frame G2 and sends the synchronization time frame G2 to the target aircraft.

[0076] The synchronization time frame G2 carries information about the first time point T00, which is the time when the generation of the synchronization time frame begins. This first time point T00 occurs after the transmission operation of the synchronization start frame G1 is initiated, and can occur before or after the successful transmission of G1; no restriction is imposed here.

[0077] In step S312, the target aircraft receives the synchronization time frame G2 and records the time T22 when the synchronization time frame G2 is received.

[0078] In step S313, the target aircraft obtains the information of the first moment T00 from the synchronization time frame G2.

[0079] In step S223, in response to the successful transmission of the synchronization time frame G2, the vehicle generates a follow data frame G3 and sends the follow data frame G3 to the target aircraft.

[0080] The accompanying data frame G3 carries vehicle internal processing delay information T33. This delay is determined based on a first time point T00 and a second time point T11, where T11 is the moment the synchronization time frame is successfully transmitted. For example, T33 = T11 - T00, representing the time consumed by vehicle internal processing and transmission from the start of synchronization time frame G2's generation to its successful transmission.

[0081] In step S314, the target aircraft receives the follow data frame G3 and records the time T44 when the follow data frame G3 is received.

[0082] In step S315, the target aircraft obtains the vehicle internal processing delay information T33 from the follow data frame G3.

[0083] In step S316, the target aircraft determines the transmission delay T based on the first time T00, the vehicle internal processing delay information T33, the reception time T22 of the synchronization time frame G2, the reception time T44 of the follow data frame G3, the frame length L3 of the follow data frame G3, and the preset communication link transmission rate R3.

[0084] For example, the frame length L3 following data frame G3 can be a fixed value. The preset communication link is the communication link used in this transmission. Combined with... Figure 7 The transmission delay T shown can be determined using the following formula: Transmission delay T = T44 - T22 + T33 + T55 + T00, where T55 is the wireless transmission time, T55 = L3 / R3. This calculation method can effectively eliminate the delay caused by long-distance wireless transmission between the target aircraft and the vehicle (up to several kilometers), avoiding a decrease in synchronization accuracy.

[0085] In step S317, the target aircraft calibrates its local clock according to the transmission delay T.

[0086] For example, the target aircraft can adjust the local clock according to the transmission delay T to align the local clock with the vehicle clock, thereby achieving high-precision clock synchronization and providing a unified time reference for the time-sensitive transmission of subsequent motion status information and the synchronous execution of coordinated actions.

[0087] The vehicle will sequentially send the synchronization start frame G1, synchronization time frame G2, and follow-up data frame G3 to the target aircraft. This allows the target aircraft to know the internal processing delay of the vehicle during the synchronization information transmission process without relying on an external high-precision timing source. As a result, the target aircraft can actively compensate for the error caused by the delay when establishing clock synchronization, and achieve clock synchronization between the vehicle chassis and the target aircraft that meets the real-time collaborative control accuracy requirements.

[0088] In scenarios where multiple aircraft groups operate collaboratively and some aircraft do not have direct communication links with vehicles, the equipment collaborative control method provided in this disclosure relays motion status information between aircraft. In this case, the aircraft that has established direct communication with the vehicle can act as a relay node to forward the synchronization start frame G1, synchronization time frame G2, and follow data frame G3 received from the vehicle to the subordinate aircraft that does not have a direct communication link. The subordinate aircraft can then calculate the transmission delay and calibrate its local clock based on the relayed synchronization frame information, thereby achieving its own clock calibration.

[0089] In one embodiment, the synchronization time frame and the follow-up data frame are transmitted via broadcast. This ensures that all aircraft in the fleet can synchronize at once, guaranteeing that the clocks of each aircraft are strictly matched and synchronized.

[0090] In some possible implementations, the motion state information of the vehicle chassis can be encapsulated and transmitted in the form of device-coordinated action frames.

[0091] Figure 8 This diagram illustrates the signaling interaction between a vehicle and a target aircraft when implementing the device cooperative control method provided in this disclosure, according to one embodiment. (The signaling interaction can be achieved through...) Figure 8 Steps S234 and S235 shown implement step S23, through Figure 8 Steps S338 to S340 shown implement steps S32 and S33.

[0092] In step S234, the vehicle generates a cooperative control command based on the motion state information of the vehicle chassis.

[0093] For example, the vehicle's central controller can convert the acquired motion state information of the vehicle chassis into cooperative control commands that the target aircraft can parse. These cooperative control commands may include horizontal following speed commands, heading angle synchronization commands, and altitude adjustment commands.

[0094] In step S235, the vehicle encapsulates the cooperative control command into a device cooperative action frame and sends the device cooperative action frame to the target aircraft.

[0095] For example, the vehicle central controller can fill the cooperative control command into the device cooperative action frame according to a preset frame format, and then send the device cooperative action frame to the target aircraft in a broadcast manner.

[0096] In step S338, the target aircraft receives the equipment cooperative action frame and extracts the command parameters from the equipment cooperative action frame.

[0097] The command parameters are used to match the synchronization behavior scheme configured on the aircraft itself.

[0098] In step S339, the target aircraft generates a cooperative action control signal based on the matched synchronization behavior scheme and the extracted command parameters.

[0099] For example, the target aircraft can sequentially extract horizontal following speed parameters, heading angle synchronization parameters, and altitude adjustment parameters from the equipment's cooperative action frame as command parameters. The target aircraft matches the extracted horizontal following speed parameters, heading angle synchronization parameters, and altitude adjustment parameters with its own preset synchronization behavior scheme to determine the flight action to be performed. Based on the matching result, it generates corresponding cooperative action control signals, which may include speed control signals, attitude control signals, and position control signals of the flight actuators.

[0100] In step S340, the target aircraft performs coordinated actions with the vehicle chassis according to the coordinated action control signal.

[0101] For example, the flight actuator of the target aircraft executes actions according to the coordinated action control signal, accurately replicating the motion state of the vehicle chassis. At the same time, the attitude / motion sensor of the target aircraft can collect its own motion data in real time. Every second preset time interval, the collected data is compared with the target state indicated by the control signal, the following deviation is calculated and closed-loop correction is triggered to ensure that the synchronization deviation is always within the allowable range.

[0102] In steps S338 to S340, by receiving the device's coordinated action frame and extracting the command parameters to match the synchronization scheme, the target aircraft can generate control signals based on the actual motion state of the vehicle chassis, thereby achieving high-precision, low-latency synchronous following.

[0103] like Figure 8As shown, this disclosure adopts a layered logic of "vehicle-side synchronization + vehicle-to-machine wireless synchronization + action synchronization execution". Through the interaction of standardized frames and the directional delay compensation algorithm, it can achieve local high-precision clock synchronization without satellite dependence and complete the synchronous replication of the vehicle chassis motion state by the aircraft swarm.

[0104] In some possible implementations, the vehicle in this disclosure is a steer-by-wire vehicle.

[0105] In steer-by-wire vehicles, there is no rigid mechanical connection between the steering wheel and the chassis steering actuator. Steering commands must be transmitted via electrical signals and executed through multiple mechanical links. Due to wear, deformation, and environmental factors, there is an inherent deviation between the command and the actual chassis motion state. This deviation interferes with the synchronization accuracy of the aircraft swarm. The equipment collaborative control method provided in this disclosure, by collecting the actual motion parameters of the vehicle chassis in the three-axis full-dimensional directions of X, Y, and Z, accurately identifies and cancels the deviation between the command and execution. This allows the aircraft to directly capture the real-time motion state of the vehicle chassis, thereby solving the pain point of collaborative adaptation between steer-by-wire vehicles and aircraft swarms, avoiding problems such as aircraft following deviation and formation disorder caused by deviation, and improving the accuracy of the aircraft's synchronous replication of vehicle motion.

[0106] This disclosure also provides a vehicle comprising: The first clock is used to provide the master clock time for the vehicle; The first communication module is used to communicate with the aircraft; First processor; A first memory for storing instructions executable by a first processor; The first processor is configured to execute the executable instructions in the first memory to implement the steps of the device cooperative control method applied to the vehicle side in this disclosure.

[0107] Figure 9 This is a block diagram illustrating a vehicle according to an exemplary embodiment. Figure 9 As shown, the vehicle may be equipped with a central controller, a motor controller ECU, and a chassis actuator motor.

[0108] The central controller is the main control node, which can integrate a central computing unit and a high-precision master clock, and is equipped with an onboard bus communication module and an onboard aircraft communication module. It possesses functions for high-level assisted driving algorithm calculation, system-wide clock synchronization initiation, chassis motion information integration, and aircraft swarm collaborative control command generation. It can serve as a unified clock reference, achieving high-precision clock synchronization with the motor controller ECU and the aircraft, while simultaneously receiving actual chassis motion information and converting and issuing aircraft swarm control commands. The onboard aircraft communication module is the main node for vehicle-side wireless broadcast communication, supporting broadcast wireless communication. It can send and receive clock synchronization frames, receive actual chassis motion information and aircraft swarm control commands, and broadcast them to the aircraft swarm via the vehicle-to-aircraft wireless broadcast communication link, ensuring frame integrity and rate stability of wireless transmission.

[0109] The ECU (Electronic Control Unit) is the intermediate control node on the vehicle side. It can have a built-in local slave clock and be configured with an in-vehicle backbone bus interface and an in-vehicle subnet bus interface. It is responsible for the regional control of the chassis actuators, receiving chassis control commands from the central controller, decomposing them into torque output signals for each chassis actuator, and then sending them back. It collects real-time execution data of the chassis actuators through chassis sensors, integrates the data, and sends it back to the central controller. For vehicles with steer-by-wire, this effectively solves the problem of deviation between steering commands and the actual chassis movement, achieving accurate acquisition of actual chassis motion information. The motor controller can be connected to a nearby regional controller, rather than directly to the central controller.

[0110] The chassis actuators may include drive motors and suspension motors, each with a built-in local slave clock and in-vehicle subnet bus interface. The drive motors are responsible for vehicle power distribution and steering control, achieving X / Y axis steering and speed adjustment through torque vectoring, and outputting actual X / Y axis steering angle and speed information. The suspension motors are responsible for vehicle attitude adjustment, achieving Z-axis control by adjusting wheel height, outputting relevant raw data, and calculating the actual Z-axis motion state of the vehicle chassis. All chassis actuators can receive control commands from the motor controller ECU and synchronously transmit their actual execution data back to the motor controller ECU.

[0111] The vehicle can adopt a hierarchical bus topology to ensure efficient communication and clock synchronization frame transmission between vehicle-side nodes. The backbone bus connects the central controller and the motor controller ECU. The topology can be selected based on the number of motor controller ECUs, such as point-to-point Ethernet, CAN bus, or bus-type Ethernet, supporting full-duplex / half-duplex communication. The subnet bus connects the motor controller ECUs and the chassis actuators, using a bus topology (CAN bus, bus-type Ethernet, etc.), supporting half-duplex / simplex communication, ensuring data coordination and sharing among multiple motors in the vehicle, and providing fixed transmission parameters for delay compensation of vehicle-side synchronization.

[0112] This disclosure also provides an aircraft comprising: A second clock is used to provide a local clock for the aircraft, which is calibrated with received synchronization information; The second communication module is used for wireless communication with the vehicle; Second processor; A second memory used to store instructions executable by a second processor; The second processor is configured to execute the executable instructions in the second memory to implement the steps of the device cooperative control method of the present disclosure applied to an aircraft.

[0113] Figure 10 This is a block diagram illustrating an aircraft according to an exemplary embodiment. Figure 10 As shown, the aircraft may be equipped with an aircraft controller, flight actuators, a wireless receiver module, a local slave clock, and attitude / motion sensors. The aircraft controller is the core control unit of a single aircraft, receiving broadcast signals from the vehicle via the wireless receiver module. Its built-in local slave clock allows for high-precision synchronization with the vehicle's central controller. The flight actuators, based on commands, control the aircraft's X / Y-axis steering, speed adjustment, and Z-axis altitude adjustment, replicating the three-axis motion state of the vehicle chassis. Attitude / motion sensors are used for closed-loop detection of the aircraft's own motion state, ensuring replication accuracy. The aircraft's wireless receiver module can be matched with the vehicle's broadcast communication protocol to synchronously receive signals from the vehicle.

[0114] In this disclosure, broadcast communication between the vehicle and the aircraft can be achieved via Bluetooth, Wi-Fi, LoRa communication, or 5G-NR automotive-grade communication. Additionally, auxiliary communication between aircraft can be achieved via ZigBee communication or a dedicated aircraft image transmission protocol. The auxiliary communication scheme between aircraft is optional and does not need to be consistent with the vehicle-to-aircraft communication scheme; all communication schemes can adopt a unidirectional transmission mode, eliminating the need for reverse data transmission, thus resulting in low communication resource requirements.

[0115] This disclosure also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the above-described device cooperative control method.

[0116] This disclosure also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the above-described device cooperative control method.

[0117] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0118] It should also be noted that the various specific technical features described in the above embodiments can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0119] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A method for coordinated control of equipment, characterized in that, include: Acquire motion state information of the vehicle chassis, wherein the motion state information includes at least the motion state of the vehicle chassis in the Z-axis direction; A synchronization message is sent to the target aircraft to enable the target aircraft to perform clock calibration. The synchronization message includes multiple synchronization frames, including a synchronization start frame, a synchronization time frame, and a follow-up data frame. The motion state information is sent to the target aircraft so that the target aircraft performs coordinated actions with the vehicle chassis under the synchronized clock. The coordinated actions include at least the actions of the target aircraft in the Z-axis direction. The step of sending synchronization information to the target aircraft includes: The synchronization start frame is generated and sent to the target aircraft. The synchronization start frame is used to identify the start of this time synchronization. The synchronization time frame is generated and sent to the target aircraft. The synchronization time frame carries information about a first moment, which is the moment when the generation of the synchronization time frame begins. In response to determining that the synchronization time frame was successfully transmitted, the follow data frame is generated and transmitted to the target aircraft. The follow data frame carries vehicle internal processing delay information, which is determined based on the first time and the second time, where the second time is the time when the synchronization time frame was successfully transmitted.

2. The equipment collaborative control method according to claim 1, characterized in that, The motion state information also includes the motion state of the vehicle chassis in the X-axis and / or Y-axis directions, and the coordinated action also includes the action of the target aircraft in the X-axis and / or Y-axis directions.

3. The equipment collaborative control method according to claim 1, characterized in that, The motion state of the vehicle chassis in the Z-axis direction includes displacement information of the chassis in the Z-axis direction and / or angle information of the chassis in the Z-axis direction.

4. The equipment collaborative control method according to claim 3, characterized in that, The displacement information of the chassis in the Z-axis direction and / or the angle information of the chassis in the Z-axis direction are determined based on the following method: The displacement information of the chassis in the Z-axis direction is determined based on the displacement information of the wheels in the Z-axis direction, and the angle information of the chassis in the Z-axis direction is determined based on the angle information of the wheels in the Z-axis direction. And / or, based on the vehicle body height information, determine the chassis displacement information in the Z-axis direction, and based on the vehicle body pitch angle information, determine the chassis angle information in the Z-axis direction.

5. The equipment collaborative control method according to claim 1, characterized in that, The vehicle chassis motion state information is obtained by the vehicle in the following ways: A chassis control command is sent to the target node that has completed the synchronization of the in-vehicle clock. The chassis control command is used to instruct the target node to perform corresponding actions. The target node is the node in the vehicle that is responsible for chassis motion control and motion information collection. Receive the actual motion data returned by the target node during the execution of the action by the target node, in order to obtain the motion state information of the vehicle chassis.

6. The equipment collaborative control method according to claim 1, characterized in that, The synchronization time frame and the follow-up data frame are sent in a broadcast manner.

7. A method for coordinated control of equipment, characterized in that, The equipment collaborative control method includes: Receive synchronization information and calibrate the local clock according to the synchronization information. The synchronization information includes multiple synchronization frames, including a synchronization start frame, a synchronization time frame, and a follow data frame. Receive motion state information of the vehicle chassis, wherein the motion state information includes at least the motion state of the vehicle chassis in the Z-axis direction; Under the synchronized clock, a coordinated action with the vehicle chassis is performed based on the motion state information, the coordinated action including at least the action of the target aircraft in the Z-axis direction; The step of receiving synchronization information and calibrating the local clock according to the synchronization information includes: In response to receiving the synchronization start frame, the system suspends data transmission and keeps its communication port and wireless link idle. Receive the synchronization time frame to obtain information of a first moment from the synchronization time frame, wherein the first moment is the moment when the vehicle begins to generate the synchronization time frame; Receive the following data frame to obtain in-vehicle processing delay information from the following data frame; The transmission delay is determined based on the first moment, the vehicle interior processing delay information, the reception time of the synchronization time frame, the reception time of the following data frame, the frame length of the following data frame, and the preset communication link transmission rate. The local clock is calibrated based on the transmission delay.

8. The equipment collaborative control method according to claim 7, characterized in that, Receive motion status information of the vehicle chassis, including: Receive device collaborative action frames, which are encapsulated by collaborative control commands generated by the vehicle based on the motion state information; The step of performing coordinated actions with the vehicle chassis based on the motion state information includes: Instruction parameters are extracted from the device's collaborative action frames, and these instruction parameters are used to match the synchronization behavior scheme configured on the aircraft itself. Based on the matched synchronization behavior scheme and the instruction parameters, a cooperative action control signal is generated; The vehicle chassis is subjected to coordinated actions according to the coordinated action control signal.

9. A vehicle, characterized in that, include: A first clock is used to provide the master clock time for the vehicle; The first communication module is used to communicate with the aircraft; First processor; A first memory for storing instructions executable by a first processor; The first processor is configured to execute the executable instructions in the first memory to implement the steps of the device cooperative control method according to any one of claims 1-6.

10. An aircraft, characterized in that, include: A second clock is used to provide a local clock for the aircraft, which is calibrated with received synchronization information; The second communication module is used for wireless communication with the vehicle; Second processor; A second memory used to store instructions executable by a second processor; The second processor is configured to execute the executable instructions in the second memory to implement the steps of the device cooperative control method according to any one of claims 7-8.

11. A collaborative control system for equipment, characterized in that, The device collaborative control system include: The vehicle as claimed in claim 9, and the aircraft as claimed in claim 10.

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