Vehicle topology reconfiguration and dispatching method and system including movable path nodes

Abstract

The application discloses a method and system for vehicle topology reconfiguration and scheduling comprising a movable path node, and relates to the field of magnetic drive transportation control. The method comprises the following steps: setting a physical access threshold and a tail emptying threshold; depriving a cross-border movement authorization when a vehicle approaches, and sending an alignment request; switching the movable path node to a reconfigurable state after completing double emptying in the current connection direction and removing bridging, driving the movable path node to move to a fracture and mechanically locking, and generating a topology reconnection instruction; if the topology reconnection instruction passes the verification, establishing a cross-section communication bridge, and releasing the cross-border movement authorization to a vehicle batch allowed to pass in this round; and switching the node state based on the ID of the end vehicle of the vehicle batch during cross-border movement. By adopting the application, the mechanical topology and electromagnetic topology of the movable path node are cooperatively controlled, the thrust fault and position loss during vehicle cross-section driving are avoided, the risk of local deadlock caused by long-term exclusive occupation of single node resources is reduced or avoided, and the safety of vehicle cross-section driving is improved.

Description

Technical Field

[0001] This application relates to the field of magnetic drive transport control technology, specifically to a method and system for vehicle topology reconstruction and scheduling that includes movable path nodes. Background Technology

[0002] Magnetic drive flexible conveyor systems, as core equipment for next-generation industrial automation conveying, typically consist of fixed stator tracks, independently moving vehicles, distributed node controllers, and upper-level scheduling controllers. To meet the demands of complex scenarios such as multi-process route switching, bypass equipment maintenance, vehicle diversion and merging, and flexible production line reconfiguration, existing systems generally incorporate movable path nodes, including translational track sections, rotating track sections, lifting track sections, and multi-station switching track sections. These nodes achieve dynamic adjustment of the vehicle's travel path by establishing temporary physical connections between different fixed track endpoints.

[0003] Currently, industry-standard control schemes for movable path nodes generally treat them as equivalent to traditional mechanical switches, relying solely on mechanical positioning feedback signals as the sole criterion for vehicle passage, with passage permissions uniformly managed by upper-level scheduling software. This approach has revealed the following core flaws in practical engineering applications: 1. Asynchronous mechanical and electromagnetic topologies: After the mechanical track is physically aligned, there is still a millisecond-level delay in the establishment of communication links between stator segments, synchronization of the phase commutation coordinate system, and cross-segment thrust relay control. If the vehicle enters the track prematurely, it may cause thrust discontinuity, position loss, or even loss of control. 2. Insufficient reliability of node clearing judgment: Existing solutions mostly use a fixed time delay to determine whether the vehicle has completely left the break area, which cannot be adapted to working conditions with different vehicle lengths, load overhangs and running speeds, and there is a risk of misjudging the chain, causing the vehicle to jam or fall. 3. Deadlock caused by exclusive access to path resources: When there is continuous traffic flow in a single direction, movable nodes will maintain a fixed connection for a long time, causing path requests in other directions to be unable to respond, resulting in a local deadlock in the system; 4. Insufficient safety protection layers at the break point: The existing anti-fall protection relies entirely on the logical judgment of the upper-level scheduling software. If the vehicle enters the unconnected break point due to inertial sliding, external force pushing, or control abnormality, the alarm response cycle of the upper computer (usually ≥100ms) cannot achieve effective braking. 5. Lack of fault tracing capability: Mechanical locking, electrical bridging, collision avoidance authorization, and vehicle passage status are maintained independently by different control modules. When an anomaly occurs, it is impossible to quickly locate the failure link, which increases the time for fault diagnosis and recovery. Summary of the Invention

[0004] This application provides a vehicle topology reconstruction and scheduling method and system including movable path nodes, which solves the technical problems of mechanical and electromagnetic control disconnection, unreliable clearing judgment, path deadlock, insufficient break protection and difficulty in fault tracing in existing movable path node control.

[0005] In a first aspect, this application provides a vehicle topology reconstruction and scheduling method including movable path nodes, the method comprising: At the break point between the movable path node and the fixed stator track, physical access thresholds and tail clearance thresholds are set. When the vehicle approaches an unconnected or switchable movable path node, the node controller corresponding to the physical access threshold revokes the vehicle's cross-boundary movement authorization, causing the vehicle to stop in a safe waiting area outside the physical access threshold, and sends an alignment request to the main controller. The alignment request includes at least the vehicle ID. The main controller responds to the alignment request, completes double clearance and disconnects the bridge in the current connection direction, switches the movable path node to a reconfigurable state, and then drives the movable path node to the target break point and mechanically locks it. A topology reconnection command is generated and sent to the node controller. The node controller verifies the topology reconnection command. If the verification passes, a cross-segment communication bridge is established, the node state is switched to the connected state, and cross-boundary movement authorization is released to the batch of vehicles allowed to pass in this round. The cross-segment communication bridge includes at least one of the following: continuous coordinate mapping, commutation or thrust relay synchronization, anti-collision domain reconstruction, and seam sensor occupancy synchronization. When the batch of vehicles allowed to pass in this round moves across the boundary, the node controller switches the node state based on the end vehicle ID of the batch. The end vehicle ID is used to define the termination boundary of the authorized batch in this round.

[0006] By adopting the above technical solutions, the coordinated control of the mechanical and electromagnetic topologies of the mobile path nodes can be achieved, avoiding thrust gaps and position loss when vehicles travel across segments, preventing system deadlock caused by long-term monopolization of nodes by traffic flow in one direction, and improving the safety of vehicles traveling across segments and the fairness of system scheduling.

[0007] In a specific feasible implementation, at the break point between the movable path node and the fixed stator track, physical entry thresholds and tail clearance thresholds are set, specifically including: Obtain the vehicle's geometric parameters, including the load front overhang length, load rear overhang length, distance from the magnetic array center to the vehicle's leading edge, and distance from the magnetic array center to the vehicle's trailing edge; calculate the minimum distance from the physical threshold to the break point: ;Calculate the minimum distance from the tail clearing threshold to the break point: Among them, L front L is the front overhang length under load. rear D is the overhang length under load. front D is the distance from the center of the magnetic array to the leading edge of the vehicle. rearS is the distance from the center of the magnetic array to the tail edge of the vehicle. margin To establish a preset safety redundancy distance; using the upstream edge of the fracture as a reference, the distance D in the upstream direction... entry Define the physical entry threshold at the point; using the downstream edge of the fracture as a reference, at a distance D in the downstream direction. clear A threshold for clearing the tail end is defined.

[0008] By adopting the above technical solutions, it is ensured that the positions of the physical entry threshold and the tail clearance threshold can be adapted to the geometry and load conditions of all vehicles, preventing vehicles from entering the break zone in advance or performing chain breaking operations before completely leaving, thus eliminating safety hazards caused by differences in vehicle size and load.

[0009] In a specific feasible implementation, the movable path node is switched to a reconfigurable state, then driven to move to the target break point and mechanically locked, generating a topology reconnection command and sending it to the node controller, specifically including: During the process of the main controller driving the movable path node to the break point, the node controller switches the node state from the unconnected state to the moving state. The moving state indicates that the mechanical actuator is moving and the mechanical locking has not yet been completed. When the node state is in the moving state, the physical access threshold remains closed, and the node controller rejects any vehicle alignment request.

[0010] By adopting the above technical solutions, the status identification and control logic of the movable path node during mechanical movement are clearly defined, avoiding the vehicle from accidentally entering the break area during the node movement, preventing the conflict between the movement of the mechanical actuator and the passage of the vehicle, and improving the operational safety of the node topology switching process.

[0011] In a specific implementation, the topology reconnection command also includes a request sequence number, a command sequence number, and a target topology version number; the node controller verifies the topology reconnection command, specifically including: The system verifies whether the request sequence number corresponds to an alignment request initiated by a vehicle currently waiting outside the physical access threshold; whether the instruction sequence number is greater than the maximum sequence number of instructions executed in the node controller's history; and whether the target topology version number is consistent with the latest global topology version number stored locally by the node controller. If any verification fails, the node controller refuses to establish a cross-segment communication bridge and keeps the physical access threshold closed.

[0012] By adopting the above technical solutions, multiple security checks are implemented for topology reconnection commands to prevent control errors caused by command replay, command mismatch, and inconsistency between master and slave controller topologies. This ensures the accuracy and uniqueness of topology reconnection operations and improves the reliability of system operation.

[0013] In a specific feasible implementation, when a batch of vehicles allowed to pass in the current round moves across boundaries, the node controller switches the node status based on the ID of the last vehicle in the batch, specifically including: The vehicle ID of a vehicle that crosses the physical entry threshold and the tail clearance threshold is identified. When the vehicle ID matches the ID of the last vehicle in the batch, a state switch is triggered: when the front of the last vehicle in the batch crosses the physical entry threshold, the node controller switches the node state to the pending state; when the rear of the last vehicle crosses the tail clearance threshold and the sensors in the break area report that no vehicle exists, the node controller cuts off the cross-segment communication bridge and switches the node state back to the unconnected state.

[0014] By adopting the above technical solution, the precise triggering and switching of node states can be achieved. The clearing judgment mechanism, which uses both the physical coordinates of the vehicle tail and the break sensor for dual confirmation, avoids the risk of misjudgment caused by fixed time delay judgment and prevents vehicle jamming or falling accidents.

[0015] In one specific implementation scheme, when the end vehicle of a vehicle batch crosses the physical access threshold, the node controller switches the node state to a pending state, specifically including: Vehicles that have entered the movable path node can continue to pass until the tail of the last vehicle crosses the tail clearance threshold; for vehicles waiting to pass that arrive after the last vehicle, the cross-boundary movement authorization is revoked and the movement trajectory of the vehicles waiting to pass is replanned so that the vehicles waiting to pass wait before the physical access threshold.

[0016] By adopting the above technical solution, without affecting the normal passage of authorized vehicles, subsequent traffic flow is cut off at the source, ensuring that path requests from other directions can be responded to in a timely manner, thus solving the problem of local deadlock caused by exclusive path resources in the existing technology.

[0017] In one specific feasible implementation, the method further includes: If a node controller detects an unauthorized vehicle crossing a physical access threshold and moving towards a break point when the node is in an unconnected, moving, or cross-segment communication bridge state, it will execute hard real-time protection actions, including: switching the node state to protection state; latching the unauthorized vehicle's vehicle ID, coordinates, running speed, node mechanical status, and timestamp; applying a reverse braking current to the stator coil in front of the break point; applying a stabilizing holding current to the stator coil below the unauthorized vehicle's current position to suppress the vehicle from continuing to move across the break point; cutting off the motion enable of the mechanical actuator of the movable path node through a hard-wired interlock signal; and reporting a fault to the main controller.

[0018] By adopting the above technical solution, hardware-level real-time protection against abnormal intrusion at the break point is achieved. The response time is much faster than that of upper-level software scheduling. It can effectively brake and electromagnetically attract the vehicle before it reaches the break point, preventing the vehicle from falling and avoiding secondary damage caused by the expansion of the fault.

[0019] A second aspect of this application provides a vehicle topology reconfiguration and scheduling system including movable path nodes, the system comprising: The threshold configuration module is used to set physical entry thresholds and tail clearance thresholds at the break point between the movable path node and the fixed stator track. The main control module is used to respond to alignment requests, complete double clearance and release bridging in the current connection direction, switch the movable path node to a reconfigurable state, drive the movable path node to the break point and complete mechanical locking, generate a topology reconnection command and send it to the node controller. The communication bridging module is used to verify the topology reconnection command. If the verification passes, a cross-segment communication bridge is established, the node state is switched to connected, and cross-boundary movement authorization is released to the vehicle batch that is allowed to pass in this round. The cross-segment communication bridge includes at least one of continuous coordinate mapping, commutation or thrust relay synchronization, anti-collision domain reconstruction, and seam sensor occupancy synchronization. The state switching module is used to switch the node state based on the end vehicle ID of the vehicle batch when the vehicle batch moves across the boundary. The end vehicle ID is used to define the termination boundary of the authorized batch in this round.

[0020] A third aspect of this application provides an electronic device, comprising: a processor and a memory; wherein the memory stores a computer program adapted to be loaded by the processor and to execute the above-described method steps.

[0021] A fourth aspect of this application provides a computer storage medium storing a plurality of instructions adapted for loading by a processor and executing the method steps described above. Attached Figure Description

[0022] Figure 1 This is a flowchart illustrating a vehicle topology reconstruction and scheduling method including movable path nodes provided in an embodiment of this application.

[0023] Figure 2 This is a schematic diagram of a process provided in this application embodiment, which allows the switching of node states via a vehicle at the end of the current round.

[0024] Figure 3 This is a schematic diagram of a vehicle topology reconstruction and scheduling system including movable path nodes provided in an embodiment of this application. Detailed Implementation

[0025] To enable those skilled in the art to better understand the technical solutions in this specification, the technical solutions in the embodiments of this specification will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0026] In the description of the embodiments of this application, the words "for example" or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design that is described as "for example" or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design options. Rather, the use of the words "for example" or "for instance" is intended to present the relevant concepts in a specific manner.

[0027] In the description of the embodiments of this application, the term "multiple" means two or more. For example, multiple systems means two or more systems, and multiple screen terminals means two or more screen terminals. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the indicated technical features. Thus, a feature defined with "first" or "second" may explicitly or implicitly include one or more of that feature. The terms "comprising," "including," "having," and variations thereof all mean "including but not limited to," unless otherwise specifically emphasized.

[0028] This application applies to the field of magnetic drive flexible conveying control technology. The basic mechanical structure of the magnetic drive flexible conveying system is composed of multiple fixed stator tracks arranged end to end. The fixed stator tracks are laid on the equipment frame along the production process route and integrate three-phase stator coils, absolute position detection magnetic gratings, and distributed stator drive units. It can drive independent carriers with permanent magnet arrays mounted at the bottom to perform high-precision linear motion along the track direction through the principle of electromagnetic induction. The movement speed, acceleration, and position accuracy of the carriers can be independently controlled by the corresponding stator drive units. A single system can simultaneously support dozens to hundreds of independent carriers operating in parallel, realizing independent conveying of different workpieces and matching of process cycle.

[0029] To meet the complex production needs of switching between multiple process routes, maintaining bypass equipment, merging and splitting of carriers, and flexible reconfiguration of production lines, movable path nodes are installed at the branches of the fixed stator track, the connection between the main and bypass routes, the junctions of different process sections, and the corresponding positions of equipment maintenance channels. Each movable path node is a movable stator unit with an independent mechanical actuator, including various forms such as translational track sections, rotational track sections, lifting track sections, and multi-station switching track sections. Its main structure is completely identical to the fixed stator track, integrating stator coils, position detection elements, and drive interfaces, enabling it to move along a preset trajectory under the drive of mechanical actuators such as servo motors, cylinders, or linear motors.

[0030] When a movable path node is not connected to the fixed stator rails on both sides, a physical gap will form between the movable path node and the end of the adjacent fixed stator rail; this gap is called a break. The breaks are distributed at both ends of the movable path node along the vehicle's travel direction. By moving between the breaks of different fixed stator rails and establishing temporary physical connections, the movable path node can change the vehicle's travel path, achieving dynamic adjustment of the production line topology.

[0031] The node status of a movable path node can include not connected, moved, connected_ready, connected, pending, and protected.

[0032] In this context, "not connected" means the node has not established a physical connection with any fixed track, nor has it established a cross-segment communication bridge. Entry conditions include: system power-on initialization, or link disconnection completed after a double clear. Exit conditions include: receiving a valid alignment request and deciding to perform a switchover. Permitted actions include: receiving an alignment request, disabling entry barriers, and prohibiting cross-boundary authorization.

[0033] Movement refers to the mechanical actuator moving, but target break alignment and mechanical locking have not yet been completed. Entry conditions include: the main controller issuing a node switching action. Exit conditions include: the target position is in place and mechanical locking is completed; or the switching fails and protection is activated. Permitted actions include: closing the entry threshold, rejecting new alignment requests, and prohibiting cross-boundary authorization.

[0034] The "Connection Preparation" state indicates that the machinery is aligned and locked, but topology reconnection command verification and cross-segment communication bridging establishment have not yet been completed. Entry conditions include: machinery locking completed. Exit conditions include: bridging established and verification passed before entering the connection state; verification failure or timeout results in either a return to "Not Connected" or entry into protection mode. Permitted actions include: performing version number / serial number verification, coordinate synchronization, and bridging preparation; releasing cross-boundary authorizations is not permitted.

[0035] The connection is complete, with both mechanical and electromagnetic / communication bridging established, allowing cross-segment passage. Entry conditions include: successful topology reconnection command verification and successful establishment of cross-segment communication bridging. Exit conditions include: the vehicle's front end crosses the physical entry threshold at the end of the current round, entering a pending state; otherwise, entering protection mode. Permitted actions include: releasing authorization for the current round, maintaining continuous coordinates and thrust relay, and monitoring passage status.

[0036] The "pending" state indicates that the current authorization batch has been sealed off and no further vehicles will be accepted, but vehicles that have already been authorized or entered the node can continue to pass. Entry conditions include: the front of the vehicle at the end of the current batch has crossed the physical entry threshold. Exit conditions include: the rear of the vehicle at the end of the batch has crossed the rear clearance threshold and the sensors in the break area confirm there are no vehicles, then it switches back to an unconnected state. Permitted actions include: maintaining the current bridge until clearance is complete, rejecting new authorizations, and rescheduling subsequent vehicles to wait.

[0037] Protection is provided in the event of unauthorized intrusion, abnormal mechanical locking, bridging anomaly, or other faults. Entry conditions include triggering hard real-time protection conditions. Exit conditions include manual confirmation of safety and manual reset. Permitted actions include: reverse braking, holding current, cutting off mechanical actuator enable, latching fault data, and reporting the fault.

[0038] Please refer to Figure 1 This paper presents a flowchart illustrating a vehicle topology reconstruction and scheduling method incorporating movable path nodes. This method can be implemented using a computer program, a microcontroller, or run on a vehicle topology reconstruction and scheduling system containing movable path nodes. The computer program can be integrated into a computer device or run as a standalone application. The method includes steps S100 to S500, as follows: S100. At the break point between the movable path node and the fixed stator track, set a physical entry threshold and a tail clearance threshold.

[0039] In this embodiment, a movable path node refers to a track unit capable of moving between multiple fixed stator track endpoints and establishing a temporary physical connection, including translational track segments, rotating track segments, lifting track segments, and multi-station switching track segments. A gap refers to the physical gap formed when a movable path node and a fixed stator track are not connected; it is the only risk area for a vehicle to travel across sections. A physical access threshold is a virtual position boundary set upstream of the gap, used to restrict unauthorized vehicles from entering the gap area. A tail clearance threshold is a virtual position boundary set downstream of the gap, used to determine whether the vehicle has completely left the gap area.

[0040] Based on the above embodiments, as another optional embodiment, at the break point between the movable path node and the fixed stator track, physical access thresholds and tail clearance thresholds are set. Specifically, this includes obtaining the geometric parameters of the vehicle, including the load front overhang length, the load rear overhang length, the distance from the magnetic array center to the vehicle front edge, and the distance from the magnetic array center to the vehicle tail edge.

[0041] The magnetic array center refers to the geometric center of the permanent magnet array installed at the bottom of the carrier, which is the point of application of the thrust of the Long Stator Linear Motor (LSLM). The load front overhang length refers to the maximum length of the workpiece carried by the carrier that extends beyond the front edge of the carrier body, and the load rear overhang length refers to the maximum length of the workpiece that extends beyond the rear edge of the carrier body.

[0042] Calculate the minimum distance from the physical threshold to the break point: ; Calculate the minimum distance from the tail clearing threshold to the break point: ; Among them, L front L is the front overhang length under load. rear D is the overhang length under load. front D is the distance from the center of the magnetic array to the leading edge of the vehicle. rear S is the distance from the center of the magnetic array to the tail edge of the vehicle. margin Preset a safety redundancy distance.

[0043] In some embodiments, the upstream edge of the fracture is used as a reference, and the distance D in the upstream direction is... entry Define the physical entry threshold at the point; using the downstream edge of the fracture as a reference, at a distance D in the downstream direction. clear A threshold for clearing the tail end is defined.

[0044] In some embodiments, when the magnetically driven flexible conveyor system includes multiple carriers of different specifications, the distance parameters for the physical entry threshold and the tail clearance threshold are taken as the maximum value of the corresponding parameters for all carriers, ensuring that the thresholds can adapt to the operational requirements of all carriers. For example, when the system simultaneously carries standard and extended carriers, the threshold distance is calculated based on the geometric parameters of the extended carrier.

[0045] In some embodiments, the safety redundancy distance can be dynamically adjusted based on the system's speed level, stator maximum braking capacity, sensor response delay, and maximum load sag. Higher system operating speeds, weaker stator maximum braking capacity, longer sensor response delays, and larger maximum load sags result in a larger safety redundancy distance. When the vehicle is running unloaded, the safety redundancy distance can be appropriately reduced to improve system operating efficiency.

[0046] In some embodiments, the safety redundancy distance ranges from 50 mm to 200 mm. When the system's maximum operating speed is 2 m / s, the safety redundancy distance can be set to 100 mm. When the system's maximum operating speed is 4 m / s, the safety redundancy distance can be set to 200 mm. When the vehicle is carrying its maximum rated load and there is a 20 mm load overhang, the safety redundancy distance can be increased by an additional 50 mm from the base value.

[0047] In some embodiments, the threshold distances can be set differently for different types of movable path nodes. For rotating sections, since their break gaps are typically larger than those of translational sections, the distances between the physical access threshold and the tail clearance threshold can be increased by 30 to 50 millimeters from the calculated values. For lifting sections, due to the risk of vertical displacement, the distance of the tail clearance threshold can be increased by an additional 20 millimeters to ensure that the chain break operation is performed only after the vehicle has completely left the lifting area.

[0048] In some embodiments, the system features automatic threshold calibration. Each time the system starts, the node controller drives a standard calibration vehicle through a movable path node, recording the vehicle's position data as it passes the break point using absolute position sensors. This automatically calibrates the positions of the physical entry threshold and the tail clearance threshold, eliminating deviations caused by mechanical installation errors and long-term operational wear. After calibration, the node controller reports the calibration results to the main controller, updating the system parameters.

[0049] S200: When a vehicle approaches an unconnected or switchable movable path node, the node controller corresponding to the physical access limit revokes the vehicle's cross-boundary movement authorization, causing the vehicle to stop in a safe waiting area outside the physical access limit, and sends an alignment request to the main controller.

[0050] In this embodiment, the node controller is an embedded control unit installed locally at the movable path node, responsible for node status management, physical threshold control, cross-segment communication bridging, and execution of safety protection logic. The main controller is the global scheduling core of the magnetic drive flexible conveyor system, responsible for global path planning, topology command generation, and vehicle passage sequence management. Vehicle approaching a movable path node refers to the vehicle entering a detection area at a preset distance upstream of the physical access threshold. The length of this detection area is usually greater than the vehicle's maximum braking distance, ensuring that the vehicle has sufficient distance to stop smoothly.

[0051] The node controller's deprivation of a vehicle's cross-boundary movement authorization refers to, at the underlying stator drive unit level, shielding the vehicle from thrust output commands to cross the boundary, allowing the vehicle to operate only within the fixed stator track upstream of the physical access limit. Under the control of the node controller, the vehicle smoothly decelerates at a preset deceleration, eventually stopping in the safe waiting area outside the physical access limit. The safe waiting area is a section of fixed stator track upstream of the physical access limit, used for temporarily parking vehicles waiting to pass. The length of the safe waiting area is typically sufficient to accommodate 3 to 5 standard vehicles, preventing excessively long vehicle queues from affecting the operation of upstream workstations.

[0052] Alignment requests can include vehicle ID, target path ID, vehicle length, load weight, current operating speed, and process priority information. The main controller can perform global scheduling based on this information, prioritizing vehicles with higher process priority for passage. The node controller will sort all waiting vehicles according to their request time and process priority, forming a waiting queue, and report the waiting queue information to the main controller in real time.

[0053] In some embodiments, when a vehicle waits in the safe waiting area for more than a preset timeout threshold, the node controller sends a timeout reminder to the main controller. The main controller can adjust the scheduling strategy based on the global operating status, prioritizing vehicles that have timed out. The timeout threshold can be set according to process requirements, typically ranging from 30 seconds to 5 minutes. For vehicles carrying fragile workpieces or those with high time sensitivity, the timeout threshold can be set to 10 seconds.

[0054] In some embodiments, when multiple vehicles arrive at the safe waiting area simultaneously, the node controller sorts the vehicles according to their process priority. The vehicle with the highest process priority is placed at the front of the queue and receives priority access authorization. When vehicles have the same process priority, they are sorted according to their arrival time. The main controller can dynamically adjust the process priority of vehicles based on the global production plan to ensure the production progress of critical processes.

[0055] In some embodiments, while a vehicle is waiting in a safe waiting area, the node controller monitors the vehicle's operating status in real time. If a vehicle malfunctions and cannot operate normally, the node controller immediately reports the fault information to the main controller. The main controller then dispatches other vehicles to bypass the malfunctioning vehicle, or dispatches a maintenance vehicle to tow the malfunctioning vehicle away from the safe waiting area to avoid blocking the entire path.

[0056] S300: The main controller responds to the alignment request, completes double clearing and releases bridging in the current connection direction, switches the movable path node to a reconfigurable state, drives the movable path node to the target break point and mechanically locks it, generates a topology reconnection command and sends it to the node controller.

[0057] In this embodiment, the reconfigurable state includes: the node state of the movable path node becomes unconnected. At this time, the movable path node has not established a physical connection with any fixed stator track and is in an idle state, which can respond to new path connection requests. The main controller driving the movable path node to move means that the main controller sends a motion command to the mechanical actuator of the movable path node, controlling the mechanical actuator to move the movable stator segment to the target connection position. Mechanical locking means that after the movable path node is moved into place, the movable stator segment is firmly connected to the fixed stator track by mechanical devices such as locking pins and electromagnetic chucks to prevent displacement when the vehicle passes.

[0058] Based on the above embodiments, as another optional embodiment, the main controller responds to the alignment request. When the node status of the movable path node is unconnected, it drives the movable path node to move to the break point and completes mechanical locking, generates a topology reconnection command, and sends it to the node controller. Specifically, this includes: During the process of the main controller driving the movable path node to the break point, the node controller switches the node state from unconnected to moving, indicating that the mechanical actuator is moving and the mechanical locking has not yet been completed. In some embodiments, when a node is in a moving state, the physical access threshold remains closed, and the node controller rejects any vehicle alignment requests.

[0059] In this embodiment, when the node state is "moving," the movable path node is in motion and cannot establish a stable physical or electrical connection. Therefore, the physical access threshold must be closed and all new alignment requests rejected to prevent the vehicle from entering the break zone during node movement. Once the movable path node completes mechanical locking, the node controller switches the node state from "moving" to "connected_ready," waiting for the main controller to issue a topology reconnection command.

[0060] When the main controller generates a topology reconnection command, it determines the batch of vehicles allowed to pass in the current round based on the length of the current waiting queue, the waiting time in each direction, and the process priority. The topology reconnection command includes the ID of the last vehicle in the batch, which is the unique identifier of the last vehicle in the batch allowed to cross the break. By specifying the ID of the last vehicle allowed to pass in the current round, it is possible to avoid continuous traffic flow in one direction from monopolizing movable path nodes for a long time, thus preventing local deadlock in the system.

[0061] In some embodiments, the master controller sets a maximum consecutive throughput threshold for each movable path node. When the consecutive throughput in a certain direction reaches this threshold, the master controller forcibly switches the movable path node to other waiting directions, prioritizing the response to the path request with the longest waiting time. The maximum consecutive throughput threshold can be dynamically adjusted according to the production needs of each direction.

[0062] In some embodiments, the maximum consecutive passage batch threshold can be set to 3. After 3 vehicles pass through in a certain direction consecutively, the main controller will automatically switch the movable path node to the next waiting direction. If there are no waiting vehicles in other directions, the main controller can allow passage in that direction to continue until a vehicle in another direction requests passage.

[0063] In some embodiments, the mechanical locking employs a multi-verification mechanism. At least two independent mechanical locking sensors are installed on the movable path node. The node controller determines that mechanical locking is complete only when all sensors report a locking signal. If one sensor reports an anomaly, the node controller immediately reports a fault to the main controller, which then drives the mechanical actuator to re-execute the locking operation. If locking is still unsuccessful after a preset number of retries, the system enters a fault protection state, awaiting manual intervention.

[0064] In some embodiments, when multiple movable path nodes are arranged in series, the main controller employs a cooperative scheduling strategy. The main controller pre-plans the switching sequence of all relevant movable path nodes based on the vehicle's target path, ensuring that the vehicle can pass continuously without waiting. For example, if the vehicle needs to pass through two movable path nodes sequentially, the main controller will pre-drive the second node to switch to the target position and mechanically lock it before the first node completes its passage.

[0065] S400, the node controller verifies the topology reconnection command. If the verification passes, a cross-segment communication bridge is established, the node status is switched to connected, and cross-border movement authorization is released to the batch of vehicles allowed to pass in this round. Among them, the cross-segment communication bridge includes at least one of the following: continuous coordinate mapping, commutation or thrust relay synchronization, anti-collision group reconstruction, and seam sensor occupancy synchronization.

[0066] In this embodiment, the cross-segment communication bridge refers to the underlying data communication channel established by the node controller between the stator segments on both sides of the movable path node, used to realize position synchronization, commutation data transmission, and thrust relay control when the vehicle travels across segments. A node status of "connected" indicates that the movable path node has completed mechanical locking and electrical connection, and is ready for vehicle passage. Cross-border movement authorization is a permit issued to the batch of vehicles allowed to pass in this round. For individual vehicles within the batch, the authorization information may further include the vehicle's execution conditions, such as the passage window and maximum allowed speed.

[0067] In this embodiment, after the node controller passes the verification, it opens a bidirectional communication data stream between the stators on both sides of the movable path node at the underlying hardware level and performs a cross-segment communication bridging operation. Specifically, the node controller first obtains the bridging parameters required for this bridging, which include: the target topology version number, connection direction identifier, and vehicle ID of the vehicle allowed to pass at the end of this round issued by the main controller; the local coordinate origin, mechanical locking status, and preset thrust relay curve parameters of the movable path node stored locally by the node controller; and the local coordinate reference, commutation angle offset, sensor occupancy status on both sides of the break, and real-time position data of the vehicle in the bridging area provided by the control units corresponding to the upstream and downstream fixed stator tracks.

[0068] After acquiring the bridging parameters, the node controller first performs a unified coordinate transformation on the absolute position coordinates of the vehicle to generate continuous virtual path coordinates covering the upstream fixed stator track, movable path node, and downstream fixed stator track, in order to eliminate coordinate system deviations between different stator segments. Subsequently, based on the continuous virtual path coordinates, a continuous mapping relationship of commutation angles is established between the upstream stator, movable path node stator, and downstream stator, and the corresponding thrust weight relay curve is configured to ensure that the vehicle maintains continuous commutation and smooth thrust transition during cross-segment travel. Afterward, the node controller reconstructs the front vehicle index and successor vehicle index of the anti-collision group domain within the bridging area based on the continuous virtual path coordinates, and synchronizes the occupancy status of sensors on both sides of the break to maintain consistency between anti-collision judgment and break occupancy judgment within the bridging area.

[0069] Once the unified coordinate transformation, phase angle continuous mapping, thrust relay configuration, anti-collision domain reconstruction, and sensor occupancy status synchronization are completed, the node controller generates a cross-segment communication bridge establishment completion identifier and releases cross-boundary movement authorization to the target vehicle after the node state switches to the connected state. The main controller is responsible for generating topology reconnection instructions, determining the target topology version number, and the batch of vehicles allowed to pass in this round. The node controller is responsible for executing the cross-segment communication bridge operation and maintaining the bridge completion status.

[0070] Based on the above embodiments, as another optional embodiment, the topology reconnection command further includes a request sequence number, an instruction sequence number, and a target topology version number. The node controller verifies the topology reconnection command, specifically by verifying whether the request sequence number corresponds to an alignment request initiated by a vehicle currently waiting outside the physical access threshold. It also verifies whether the instruction sequence number is greater than the maximum sequence number of instructions historically executed by the node controller. Finally, it verifies whether the target topology version number is consistent with the latest global topology version number stored locally by the node controller.

[0071] When any verification fails, the node controller refuses to establish a cross-segment communication bridge and keeps the physical access threshold closed.

[0072] In this embodiment, the request sequence number is a unique identifier generated when the vehicle initiates an alignment request. It is used to match the request with the corresponding topology reconnection command, preventing the command from being executed incorrectly. The command sequence number is a monotonically increasing integer generated by the main controller, used to prevent command replay attacks and ensure the uniqueness and timeliness of the command. The target topology version number is the version identifier of the system's global topology, used to ensure topology visibility between the node controller and the main controller. Figure 1 This is to avoid control errors caused by topology inconsistencies.

[0073] The node controller grants cross-boundary movement authorization to the current batch of vehicles permitted to pass. The authorization information includes the vehicle ID, authorized direction, passage window, and maximum permitted speed. Vehicles must cross the gap within the passage window; otherwise, the authorization automatically expires, and the vehicle needs to re-initiate an alignment request.

[0074] In some embodiments, the duration of the passage window can be set according to the vehicle's length, operating speed, and the length of the movable path nodes, typically between 2 and 5 seconds. For extended vehicles exceeding 2 meters in length, the passage window can be extended to 8 seconds. For heavy-duty vehicles with lower operating speeds, the passage window can be dynamically adjusted based on the actual operating speed.

[0075] In some embodiments, the cross-segment thrust relay employs a linear weighted transition method. When the magnetic array center of the vehicle enters the movable node stator segment, the thrust weight of the upstream stator linearly decreases from 1 to 0, while the thrust weight of the movable node stator linearly increases from 0 to 1. When the magnetic array center of the vehicle enters the downstream stator segment, the thrust weight of the movable node stator linearly decreases from 1 to 0, while the thrust weight of the downstream stator linearly increases from 0 to 1. This method, using a preset continuous weighting function and potentially combined with break compensation or phase synchronization results for correction, reduces the generation of shocks and vibrations.

[0076] In some embodiments, when multiple vehicles simultaneously obtain cross-border movement authorization, the node controller dynamically adjusts the safe distance between the vehicles. The node controller calculates the minimum safe distance based on the length, load weight, and operating speed of each vehicle, and ensures that the distance between vehicles is always greater than the minimum safe distance by adjusting the vehicle's operating speed. If the distance between vehicles is less than the safe threshold, the node controller automatically reduces the speed of the vehicles behind until the distance is restored to a safe range.

[0077] S500 When a batch of vehicles allowed to pass in this round moves across boundaries, the node controller switches the node status based on the end vehicle ID of the vehicle batch; wherein, the end vehicle ID is used to define the termination boundary of the authorized batch in this round.

[0078] In this embodiment, the cross-boundary movement of the vehicle refers to the process by which the vehicle travels from the upstream fixed stator track to the downstream fixed stator track via a movable path node. The node controller tracks the position information of all vehicles in real time through absolute position sensors installed on the stator track, and identifies the vehicle ID of vehicles that cross the physical access threshold and the tail clearance threshold. The absolute position sensor is a magnetic grating sensor with a resolution of 1 micrometer, which can accurately detect the real-time position of the vehicle.

[0079] refer to Figure 2 Based on the above embodiments, as another optional embodiment, when a batch of vehicles allowed to pass in this round moves across boundaries, the node controller switches the node state based on the end vehicle ID of the vehicle batch. Specifically, this includes: identifying the vehicle ID of the vehicle that has crossed the physical access threshold and the tail clearance threshold, and triggering a state switch when the vehicle ID matches the end vehicle ID.

[0080] S501. When the end vehicle of the vehicle batch crosses the physical access threshold, the node controller switches the node status to pending.

[0081] Based on the above embodiments, as another optional embodiment, when the end vehicle head of the vehicle batch crosses the physical access threshold, the node controller switches the node state to pending, specifically including: Vehicles that have entered the movable path node can continue to pass until the tail of the last vehicle crosses the tail clearance threshold; for vehicles waiting to pass that arrive after the last vehicle, the cross-boundary movement authorization is revoked and the movement trajectory of the vehicles waiting to pass is replanned so that the vehicles waiting to pass wait before the physical access threshold.

[0082] In this embodiment, a node in the pending state indicates that the movable path node has completed the access permission for this batch of vehicles and is about to enter the chain break preparation state. In this state, vehicles that have obtained cross-border movement authorization can continue to pass through the break point normally, and their motion control is not affected by the state switch. For all vehicles arriving after the end vehicle, the node controller will no longer grant any form of cross-border movement authorization and will automatically replan their underlying motion trajectory, causing them to decelerate smoothly with a preset deceleration and finally stop in the safe waiting area outside the physical access threshold.

[0083] By immediately switching the node state when the front of the last vehicle crosses the physical access threshold, subsequent traffic flow can be cut off from the source, ensuring that path requests in other directions can be responded to in a timely manner, reducing or avoiding the risk of local deadlock caused by long-term monopoly of single node resources, and improving scheduling fairness.

[0084] S502. When the tail of the end vehicle crosses the tail clearance threshold and the sensors in the break area report that no vehicle exists, the node controller cuts off the cross-segment communication bridge and switches the node status back to unconnected.

[0085] In this embodiment, the sensors in the fracture area refer to magnetic array occupancy sensors mounted on the stators on both sides of the fracture, including magnetoresistive sensors (MR sensors) and Hall sensors, used to directly detect the presence of permanent magnets of the vehicle in the fracture area. The magnetic array occupancy sensors are evenly arranged along the edge of the fracture with a spacing of no more than 50 mm to ensure that vehicle magnets can be detected at any location within the fracture area.

[0086] The node controller uses a dual confirmation method of physical coordinates at the tail of the vehicle and magnetic array occupancy sensors to determine whether the break area has been cleared. It does not use a fixed time delay as a basis for judgment, thus avoiding the risk of misjudgment caused by differences in vehicle length, load overhang, and running speed.

[0087] When the tail of the end-effector completely crosses the tail clearance threshold, and all magnetic array occupancy sensors report that no carrier magnets are present in the break area, the node controller immediately cuts off the cross-segment communication data stream between the stators on both sides of the movable path node, switching the node state from pending to unconnected. At this time, the movable path node is in an idle state and can respond to new path connection requests. The main controller can immediately drive the node to switch to other connection postures.

[0088] In some embodiments, when the vehicle has a large load overhang, the node controller will automatically extend the tail clearance determination position threshold according to the load overhang length. For example, when the load overhang length of the vehicle is 100 mm, the effective determination position of the tail clearance threshold will be shifted 100 mm downstream from the original position to ensure that the load of the vehicle is completely away from the break area before the chain break operation is performed.

[0089] In some embodiments, if the node controller fails to meet the double clearing condition within a preset chain break waiting time, it will immediately report a break point occupancy fault to the main controller. The chain break waiting time is typically set to 10 seconds. After the fault is reported, the system will suspend all operations of the movable path node, waiting for manual inspection of the break point area to check for vehicle remnants or sensor malfunctions.

[0090] Based on the above embodiments, as another optional embodiment, the method further includes, when the node controller detects that an unauthorized vehicle has crossed the physical access threshold and is moving towards the break point, if the node is in a state of being disconnected, moving, or with no cross-segment communication bridge established, then a hard real-time protection action is executed. The hard real-time protection action includes switching the node state to protection; latching the unauthorized vehicle's vehicle ID, coordinates, running speed, and node mechanical status and timestamp; applying a reverse braking current to the stator coil in front of the break point; applying a stabilizing holding current to the stator coil below the current position of the unauthorized vehicle to inhibit further movement of the vehicle across the break point; disconnecting the motion enable of the mechanical actuator of the movable path node via a hard-wired interlock signal; and reporting a fault to the main controller.

[0091] In this embodiment, hard real-time protection means that the protection logic is executed at the hardware level of the node controller, with a response time of no more than 1 millisecond, which is much faster than the response speed of the upper-level scheduling software. A node in a protected state means that the node has entered a fault protection state, and all non-protection commands are locked and cannot be executed. Latched fault data is used for post-fault analysis and root cause localization. Reverse braking current is used to rapidly decelerate unauthorized vehicles within the shortest distance before the break. Stabilizing holding current may include a vertical holding current, which is used to enhance the electromagnetic attraction between the vehicle and the stator, preventing the vehicle from falling off the break due to inertia or external forces. Disconnecting the motion enable of the mechanical actuator is used to prevent movable path nodes from moving in a fault state, widening the break gap and causing secondary accidents.

[0092] After a fault is reported, the system cannot be automatically reset. The system can only be manually reset and restored to normal operation after the fault area is confirmed to be safe and the fault is eliminated manually.

[0093] In some embodiments, the reverse braking current and vertical holding current are both calculated by the node controller based on the vehicle's operating speed, load weight, remaining distance from the break point, and real-time temperature of the stator coil below the current position. These are then dynamically limited and output after being constrained by the inverter's peak current capability, the stator winding thermal protection threshold, and the allowable duration of operation. In other words, the actual output reverse braking current and vertical holding current do not exceed the minimum value among the corresponding candidate current value, the inverter's peak current limit, the thermal protection current limit, and the duration derating current limit.

[0094] In some embodiments, when the current loop is detected to be saturated, the inverter temperature exceeds the derating threshold, the stator winding temperature exceeds the preset thermal protection threshold, or the duration of the protection action exceeds the allowable upper limit, the node controller automatically reduces the reverse braking current and / or the vertical holding current; if the break-out safety protection requirements cannot be met after derating, the node controller maintains the mechanical actuator motion enable cut-off state and switches the node state to the protection state.

[0095] In some embodiments, when the carrier has partially entered the break region, the node controller increases the amplitude of the vertical holding current to firmly attach the carrier to the stator surface and prevent the carrier from falling. Under the conditions of peak current, thermal protection, duration, and structure, the maximum value of the vertical holding current can preferably be set to twice the stator rated current, which can generate an attraction force equivalent to three times the weight of the carrier.

[0096] In some embodiments, after each complete topology reconfiguration and passage process, the node controller automatically generates a topology reconfiguration log and uploads it to the main controller. The topology reconfiguration log includes the mechanical movement start time, mechanical arrival time, command verification result, communication bridge establishment time, authorized vehicle ID list, entry threshold closure time, tail clearing time, and link break time. The main controller centrally stores and analyzes the topology reconfiguration logs of all nodes. When a system failure occurs, the log data can be used to quickly locate the failure point, shortening the troubleshooting and recovery time.

[0097] In some embodiments, the main controller periodically analyzes the topology reconfiguration logs of all movable path nodes, and calculates the mechanical movement time, communication bridge establishment time, and failure rate of the nodes. When the mechanical movement time of a node increases significantly, the main controller anticipates potential wear and tear on the mechanical actuators and issues a maintenance reminder in advance. When the failure rate of a node exceeds a preset threshold, the main controller automatically marks the node as a faulty node and schedules vehicles to bypass the node until maintenance is completed.

[0098] refer to Figure 3 This application also provides a vehicle topology reconfiguration and scheduling system including movable path nodes, comprising: The threshold configuration module is used to set physical entry thresholds and tail clearance thresholds at the break point between the movable path node and the fixed stator track. The main control module is used to respond to alignment requests, complete double clearance and release bridging in the current connection direction, switch the movable path node to a reconfigurable state, drive the movable path node to the break point and complete mechanical locking, generate a topology reconnection command and send it to the node controller. The communication bridging module is used to verify the topology reconnection command. If the verification passes, a cross-segment communication bridge is established, the node state is switched to connected, and cross-boundary movement authorization is released to the vehicle batch that is allowed to pass in this round. The cross-segment communication bridge includes at least one of continuous coordinate mapping, commutation or thrust relay synchronization, anti-collision domain reconstruction, and seam sensor occupancy synchronization. The state switching module is used to switch the node state based on the end vehicle ID of the vehicle batch when the vehicle batch moves across the boundary. The end vehicle ID is used to define the termination boundary of the authorized batch in this round.

[0099] In some embodiments, the system further includes a request initiation module. Deployed in the node controller, the request initiation module monitors the vehicle's operating position in real time. When a vehicle enters the detection area upstream of the physical access limit, it deprives the vehicle of its cross-boundary movement authorization at the underlying stator drive unit level, controls the vehicle to smoothly stop at a preset deceleration in the safe waiting area, and generates an alignment request containing the vehicle ID, target path ID, vehicle length, load weight, and process priority, which is then reported to the main control module. The request initiation module sorts all waiting vehicles according to process priority and arrival time, forming a waiting queue, and synchronizes the waiting queue information to the main control module in real time.

[0100] In some embodiments, the system further includes a hard real-time protection module, deployed in the hardware logic layer of the node controller, and directly connected to the stator drive unit and mechanical actuator via hardwire. The hard real-time protection module monitors the magnetic signals in the break area in real time when the node is in an unconnected, moving, or cross-segment communication bridge state. When an unauthorized vehicle is detected crossing the physical access threshold and moving towards the break, the hard real-time protection action is immediately executed. The hard real-time protection action includes switching the node state to protection and locking all non-protection commands; latching the ID, coordinates, running speed, node mechanical state, and precise timestamp of the abnormal vehicle; applying the maximum safe reverse braking current to the stator coil in front of the break; applying a holding current to the stator coil below the vehicle's current position, constrained by system current limiting, thermal protection strategy, and specific structural conditions, to suppress further movement of the vehicle across the break; cutting off the motion enable of the movable path node mechanical actuator via a hardwire interlock signal; and reporting a non-automatically resetable break fault to the main control module. The response time of the hard real-time protection module is no more than 1 millisecond, enabling effective braking before the vehicle reaches the break.

[0101] In some embodiments, the system further includes a dynamic scheduling module deployed in the main control module. This module dynamically determines the batch of vehicles allowed to pass in the current round based on the waiting queue information of each movable path node, the waiting time in each direction, and the global production plan. It then generates a topology reconnection instruction containing the IDs of the vehicles allowed to pass at the end of the current round. The dynamic scheduling module supports a scheduling strategy based on process priority, prioritizing the passage of high-priority vehicles. It also sets a maximum consecutive passage batch threshold for each movable path node. When the consecutive passage batch in a certain direction reaches the threshold, the node is forcibly switched to another waiting direction to avoid system deadlock caused by exclusive path resources. The dynamic scheduling module also supports multi-node collaborative scheduling. When a vehicle needs to pass through multiple serially connected movable path nodes sequentially, it pre-plans the switching order of all relevant nodes to ensure continuous vehicle passage.

[0102] In some embodiments, the system further includes a sensor data acquisition module deployed in the node controller, used to acquire real-time data from all sensors on the movable path nodes, including vehicle position data from absolute position sensors, break-area occupancy data from magnetic array occupancy sensors, locking status data from mechanical locking sensors, and node attitude data from attitude sensors. The sensor data acquisition module employs a multi-channel parallel acquisition architecture to acquire system operating status data in real-time and accurately, and synchronizes the acquired data to the state switching module, hard real-time protection module, and main control module. The sensor data acquisition module also has a sensor fault self-diagnosis function; when an abnormal sensor signal is detected, it immediately reports the fault information to the main control module.

[0103] In some embodiments, the system further includes an authorization management module deployed in the node controller for managing cross-border movement authorizations for vehicles. The authorization management module releases cross-border movement authorizations to batches of vehicles permitted to pass in the current round. Authorization information includes the passable vehicle ID, authorized direction, passage window, and maximum allowed speed. The authorization management module tracks the driving status of authorized vehicles in real time. If a vehicle does not cross the physical access threshold within the passage window, its cross-border movement authorization is automatically revoked. When an authorized vehicle malfunctions and stops in the gap area, the authorization management module immediately freezes the authorizations for all subsequent vehicles and reports a gap occupancy fault to the main control module. After the faulty vehicle is removed, the passage permissions of the remaining authorized vehicles are automatically restored.

[0104] In some embodiments, the system further includes a logging and tracing module. Deployed in the main controller, the logging and tracing module receives and stores topology reconfiguration logs reported by all node controllers. The topology reconfiguration logs include mechanical movement start time, mechanical arrival time, command verification results, communication bridge establishment time, authorized vehicle ID list, entry threshold closure time, tail clearing time, link break time, and detailed information on all fault events. The logging and tracing module supports log query, statistics, and analysis functions. When a system fault occurs, it can quickly locate the failure point through log data, enabling root cause analysis and shortening fault investigation and recovery time. This module also has a system self-diagnostic function, periodically analyzing the operating logs of all nodes to predict potential equipment faults and issue maintenance reminders in advance.

[0105] It should be noted that the system provided in the above embodiments is only illustrated by the division of the above functional modules. In actual 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. In addition, the system and method embodiments provided in the above embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.

[0106] Based on the above embodiments, as another optional embodiment, the present application embodiment may further include a computer storage medium, which may store multiple instructions adapted for loading by a processor and executing a method of the above embodiments. For the specific execution process, please refer to the detailed description of the above embodiments, which will not be repeated here.

[0107] Based on the above embodiments, as another optional embodiment, this application embodiment may further include an electronic device. The electronic device may include: at least one processor, at least one communication bus, a user interface, at least one network interface, and a memory.

[0108] The communication bus is used to enable communication between these components.

[0109] The user interface may include a display screen and a camera. Optional user interfaces may also include standard wired interfaces and wireless interfaces.

[0110] The network interface may include standard wired interfaces and wireless interfaces (such as Wi-Fi interfaces).

[0111] The processor may include one or more processing cores. It connects to various parts of the server via various interfaces and lines, executing instructions, programs, code sets, or instruction sets stored in memory, and accessing data stored in memory to perform various server functions and process data. Optionally, the processor may be implemented using at least one of the following hardware forms: Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), and Programmable Logic Array (PLA). The processor may integrate one or more of the following: Central Processing Unit (CPU), Graphics Processing Unit (GPU), and modem. The CPU primarily handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing the content displayed on the screen; and the modem handles wireless communication. It is understood that the modem may also be implemented as a separate chip without being integrated into the processor.

[0112] The memory may include random access memory (RAM) or read-only memory. Optionally, the memory may include a non-transitory computer-readable storage medium. The memory can be used to store instructions, programs, code, code sets, or instruction sets. The memory may include a program storage area and a data storage area, wherein the program storage area may store instructions for implementing an operating system, instructions for at least one function (such as touch function, sound playback function, image playback function, etc.), instructions for implementing the above-described method embodiments, etc.; the data storage area may store data involved in the above-described method embodiments, etc. Optionally, the memory may also be at least one storage device located remotely from the aforementioned processor. As a computer storage medium, the memory may include an operating system, a network communication module, a user interface module, and an application program of one method.

[0113] In electronic devices, the user interface is primarily used to provide an input interface for users and to acquire user input data; while the processor can be used to call an application program stored in memory that represents a method. When executed by one or more processors, this causes the electronic device to perform one or more methods as described in the above embodiments. It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps can be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0114] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0115] In the various embodiments provided in this application, it should be understood that the disclosed apparatus can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some service interface; the indirect coupling or communication connection between apparatuses or units may be electrical or other forms.

[0116] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0117] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0118] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage device (CMD). Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a memory and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned memory includes various media capable of storing program code, such as USB flash drives, portable hard drives, magnetic disks, or optical disks.

[0119] The above are merely exemplary embodiments of this disclosure and should not be construed as limiting the scope of this disclosure. Any equivalent changes and modifications made in accordance with the teachings of this disclosure shall still fall within the scope of this disclosure. Other embodiments of this disclosure will readily conceive of those skilled in the art upon consideration of the specification and the disclosure of practical truths.

[0120] This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not described in this disclosure. The specification and embodiments are to be considered exemplary only, and the scope and spirit of this disclosure are defined by the claims.

Claims

1. A vehicle topology reconstruction and scheduling method including movable path nodes, characterized in that, The method, applied to a magnetically driven flexible conveyor system, includes: At the break point between the movable path node and the fixed stator track, set physical entry thresholds and tail clearance thresholds; When a vehicle approaches an unconnected or switchable movable path node, the node controller corresponding to the physical access threshold revokes the vehicle's cross-boundary movement authorization, causing the vehicle to stop in a safe waiting area outside the physical access threshold, and sends an alignment request to the main controller; the alignment request includes at least the vehicle ID of the vehicle. In response to the alignment request, the main controller completes double clearing and bridge release in the current connection direction, switches the movable path node to a reconfigurable state, drives the movable path node to move to the target break point and mechanically locks it, generates a topology reconnection command and sends it to the node controller. The node controller verifies the topology reconnection command. If the verification passes, it establishes a cross-segment communication bridge, switches the node state to the connected state, and releases cross-border movement authorization to the batch of vehicles allowed to pass in this round. The cross-segment communication bridge includes at least one of the following: continuous coordinate mapping, commutation or thrust relay synchronization, anti-collision domain reconstruction, and seam sensor occupancy synchronization. When a batch of vehicles permitted to pass in this round moves across boundaries, the node controller switches the node state based on the end vehicle ID of the vehicle batch; wherein, the end vehicle ID is used to define the termination boundary of the authorized batch in this round.

2. The vehicle topology reconstruction and scheduling method including movable path nodes according to claim 1, characterized in that, The provision of physical entry thresholds and tail clearance thresholds at the break point between the movable path node and the fixed stator track specifically includes: Obtain the geometric parameters of the vehicle, including the front overhang length of the load, the rear overhang length of the load, the distance from the center of the magnetic array to the leading edge of the vehicle, and the distance from the center of the magnetic array to the trailing edge of the vehicle; Calculate the minimum distance from the physical threshold to the break point: ; Calculate the minimum distance from the tail clearing threshold to the break point: ； Among them, L front L is the front overhang length under load. rear D is the overhang length under load. front D is the distance from the center of the magnetic array to the leading edge of the vehicle. rear S is the distance from the center of the magnetic array to the tail edge of the vehicle. margin To preset a safety redundancy distance; Using the upstream edge of the fracture as a reference, at a distance D in the upstream direction entry The physical access thresholds are defined here; Using the downstream edge of the fracture as a reference, at a distance D in the downstream direction clear The tail clearance threshold is defined at the specified location.

3. The vehicle topology reconstruction and scheduling method including movable path nodes according to claim 1, characterized in that, The step of switching the movable path node to a reconfigurable state, then driving the movable path node to move to the target break point and mechanically locking it, generating a topology reconnection command and sending it to the node controller specifically includes: During the process of the main controller driving the movable path node to move to the break point, the node controller switches the node state from the unconnected state to the moving state. The moving state indicates that the mechanical actuator is moving and the mechanical locking has not yet been completed. When the node is in a moving state, the physical access threshold remains closed, and the node controller rejects any vehicle alignment requests.

4. The vehicle topology reconstruction and scheduling method including movable path nodes according to claim 1, characterized in that, The topology reconnection command also includes a request sequence number, a command sequence number, and a target topology version number; the node controller verifies the topology reconnection command, specifically including: Verify whether the request sequence number corresponds to an alignment request initiated by a vehicle currently waiting outside the physical access threshold; Verify whether the instruction sequence number is greater than the maximum sequence number of instructions historically executed by the node controller; Verify whether the target topology version number is consistent with the latest global topology version number stored locally by the node controller; When any verification fails, the node controller refuses to establish the cross-segment communication bridge and keeps the physical access threshold closed.

5. The vehicle topology reconstruction and scheduling method including movable path nodes according to claim 1, characterized in that, When a batch of vehicles permitted to pass in this round moves across boundaries, the node controller switches the node state based on the ID of the last vehicle in the batch, specifically including: Identify the vehicle ID of a vehicle that crosses the physical entry threshold and the tail clearance threshold. When the vehicle ID matches the end vehicle ID, trigger a state switch. When the front of the last vehicle in the vehicle batch crosses the physical access threshold, the node controller switches the node state to a pending state. When the tail of the end vehicle crosses the tail clearance threshold and the sensors in the break area report that no vehicle exists, the node controller disconnects the cross-segment communication bridge and switches the node status back to the unconnected state.

6. The vehicle topology reconstruction and scheduling method including movable path nodes according to claim 5, characterized in that, When the front of the last vehicle in the vehicle batch crosses the physical access threshold, the node controller switches the node state to a pending state, specifically including: The vehicle that has entered the movable path node continues to pass until the tail of the last vehicle crosses the tail clearance threshold. For vehicles waiting to pass that arrive after the end vehicle, the cross-border movement authorization is revoked, and the movement trajectory of the vehicle waiting to pass is replanned so that the vehicle waiting to pass waits before the physical access limit.

7. The vehicle topology reconstruction and scheduling method including movable path nodes according to claim 1, characterized in that, The method further includes: If the node controller detects an unauthorized vehicle crossing the physical access threshold and moving towards the break point when the node is in a disconnected state, a moving state, or when the cross-segment communication bridge is not established, then it executes a hard real-time protection action, including: Switch the node status to protected state; Latch the vehicle ID, coordinates, running speed, node mechanical status, and timestamp of unauthorized vehicles; A reverse braking current is applied to the stator coil in front of the fracture point; A stabilizing holding current is applied to the stator coils below the current position of the unauthorized vehicle to suppress further movement of the vehicle across the break. The motion enable of the mechanical actuator of the movable path node is cut off by a hard-wired interlock signal; Report the fault to the main controller.

8. A vehicle topology reconfiguration and scheduling system including movable path nodes, characterized in that, The system includes: The threshold configuration module is used to set physical entry thresholds and tail clearing thresholds at the break points between movable path nodes and fixed stator tracks. The main control module is used to respond to alignment requests. After completing double clearing and bridging in the current connection direction, it switches the movable path node to a reconfigurable state, then drives the movable path node to move to the break point and completes mechanical locking, generates a topology reconnection command and sends it to the node controller. The communication bridging module is used to verify the topology reconnection command. If the verification passes, a cross-segment communication bridge is established, the node status is switched to connected, and cross-boundary movement authorization is released to the batch of vehicles that are allowed to pass in this round. The cross-segment communication bridge includes at least one of the following: continuous coordinate mapping, commutation or thrust relay synchronization, anti-collision domain reconstruction, and seam sensor occupancy synchronization. The state switching module is used to switch the node state based on the end vehicle ID of the vehicle batch when the vehicle batch moves across boundaries, through the node controller; wherein the end vehicle ID is used to define the termination boundary of the current authorized batch.

9. An electronic device, characterized in that, It includes a processor, a memory, a user interface, and a network interface. The memory is used to store instructions, the user interface and the network interface are used to communicate with other devices, and the processor is used to execute the instructions stored in the memory to cause the electronic device to perform the method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a plurality of instructions adapted to be loaded by a processor and executed as described in any one of claims 1-7.

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