Load control method and system, storage medium, control unit, vehicle, and computer program product

Abstract

Disclosed is a load control method. The method comprises the steps of: a central control unit performing reference time synchronization on each zonal control unit connected to each load to be synchronized; acquiring the operation state of said load, and determining the driving starting moment of said load on the basis of the operation state of said load; sending a driving instruction to a corresponding zonal control unit; the zonal control unit driving said load at the driving starting moment; and acquiring the current synchronization parameter of said load in the driving process, and when it is determined that the current synchronization parameter does not meet a preset requirement, determining some loads to be synchronized needing to be adjusted, and dynamically adjusting driving parameters of said some loads. Further disclosed are a corresponding system, a storage medium, and a vehicle. By implementing the present invention, the accuracy and fluency of load synchronization can be improved, thereby improving the use experience.

Description

Method, system, storage medium, controller, vehicle and computer program product for load control

[0001] This application claims priority to a Chinese patent application filed with the Patent Office of China on January 23, 2024, with application number 202410098790.5, entitled “A method, system, storage medium and vehicle for load control”, the entire contents of which are incorporated herein by reference. Technical Field

[0002] The present invention relates to the technical field of vehicle load synchronization, and in particular to a method, system, storage medium, controller, vehicle and computer program product for load control. Background Art

[0003] The vehicle's electronic control unit (ECU) can be divided into a central control unit (CCU) and a zonal control unit (ZCU). The ZCU is primarily responsible for collecting input signals and driving output loads, and is responsible for controlling specific areas of the vehicle (such as seats, windows, rearview mirrors, etc.). The CCU is responsible for coordinating and managing the work of each ZCU. Typically, the ZCU is connected to one or more symmetrical loads, such as left and right rearview mirrors and the primary and secondary seats. These loads need to operate synchronously in certain scenarios.

[0004] There are several solutions for load synchronization in the prior art:

[0005] Among them, in the existing solution 1, the CCU sends a drive command to each ZCU at the same time. After receiving the drive command, the ZCU immediately starts to drive the load. During the operation, the ZCU obtains the load status information and feeds it back to the CCU. After the operation is completed, the load status information at the end is used to confirm whether the load meets the synchronization parameter requirements (for example, the distance difference is less than the distance difference threshold, and the time difference is less than the accuracy requirement);

[0006] In the existing second solution, the CCU sends drive instructions to each ZCU simultaneously. These instructions include a reference start time, and the ZCU drives the load according to the reference time. During operation, the ZCU obtains load status information and feeds it back to the CCU. At the end of the operation, the ZCU uses the load status information to confirm whether the load meets the synchronization parameter requirements, for example, whether the distance difference or time difference is less than the corresponding accuracy requirement.

[0007] However, both of the existing solutions have some shortcomings:

[0008] In solution one, due to differences in link length, the time each ZCU receives the CCU command may vary, resulting in inconsistent load start times. While solution two takes the reference time into account, due to the lack of a precise clock synchronization mechanism, the actual start time of each ZCU-driven load may still vary.

[0009] At the same time, both solutions share a common problem: if the distance difference between the loads exceeds the allowable range, there's no dynamic adjustment mechanism available. The only way to determine whether the distance difference meets the requirements is to wait until the loads have finished running. If the distance difference doesn't meet the requirements, the only way to adjust the accuracy is to modify the software configuration.

[0010] Summary of the Invention

[0011] The technical problem to be solved by the present invention is to provide a method, system, storage medium and vehicle for load control, which can improve the accuracy and smoothness of load synchronization and enhance the user experience of drivers and passengers.

[0012] To solve the above technical problems, as one aspect of the present invention, a method for load control is provided, which comprises at least the following steps:

[0013] After obtaining the connection status information of each load to be synchronized in the vehicle, the main controller synchronizes the reference time of each regional controller connected to each load to be synchronized;

[0014] The main control unit receives the operating status of the loads to be synchronized reported by each regional controller, and determines the driving start time of each load to be synchronized according to the load operating status;

[0015] The main control unit sends a driving instruction carrying the driving start time to the regional controller connected to each load to be synchronized;

[0016] The regional controller drives each load to be synchronized at the driving start time according to receiving the driving instruction;

[0017] The main control unit obtains the current synchronization parameters of each load to be synchronized during the driving process. When it is determined that the current synchronization parameters do not meet the predetermined requirements, it determines some loads to be synchronized that need to be adjusted and dynamically adjusts their driving parameters. The current synchronization parameters are the distance difference between the loads to be synchronized.

[0018] As another aspect of the present invention, a system for performing load control is provided, which at least comprises:

[0019] The time synchronization unit is used for the main controller to synchronize the reference time of each zone controller connected to each load to be synchronized after obtaining the connection status information of each load to be synchronized in the vehicle;

[0020] A drive start time determination unit is configured to receive the operating status of each load to be synchronized reported by each regional controller from the main control unit, and determine the drive start time of each load to be synchronized according to the load operating status;

[0021] a drive instruction sending unit, configured for the main control unit to send a drive instruction carrying the drive start time to a regional controller connected to each load to be synchronized;

[0022] A drive processing unit, configured for the regional controller to drive each load to be synchronized at the driving start time according to the received drive instruction;

[0023] The synchronization adjustment processing unit is used by the main control unit to obtain the current synchronization parameters of each load to be synchronized during the driving process. When it is determined that the current synchronization parameters do not meet the predetermined requirements, the unit determines some loads to be synchronized that need to be adjusted and dynamically adjusts their driving parameters. The current synchronization parameters are the distance difference between the loads to be synchronized.

[0024] As another aspect of the present invention, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps of the above method are implemented.

[0025] As another aspect of the present invention, a controller is provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the aforementioned method when executing the computer program.

[0026] As another aspect of the present invention, a vehicle is provided, on which a main control unit connected to the TBOX is provided, the main control unit is connected to multiple regional controllers, each regional controller is connected to at least one load, and the system as described above is deployed in the vehicle.

[0027] As another aspect of the present invention, a computer program product is provided, comprising computer instructions, wherein the computer instructions instruct a computer device to execute operations corresponding to the aforementioned method.

[0028] The implementation of the embodiments of the present invention has the following beneficial effects:

[0029] The present invention provides a method, system, storage medium, and vehicle for load control. By rationally deploying the ZCU nodes in the vehicle, it ensures that all loads requiring synchronization start operating at a given reference time. Furthermore, the distance difference between the running loads can be monitored in real time, and real-time dynamic adjustment can be performed after exceeding a predetermined threshold. This ensures that the loads requiring synchronization ultimately meet the accuracy requirements in terms of time and distance difference, thereby improving the accuracy of load synchronization.

[0030] The implementation of the present invention can accurately drive the synchronization of loads on the vehicle with time accuracy requirements, increase the smoothness of load operation, and eliminate the need for configuration adjustment through software after synchronization, thereby improving the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For those with ordinary skill in the art, other drawings derived from these drawings without inventive effort still fall within the scope of the present invention.

[0032] FIG1 is a schematic diagram of the main flow of an embodiment of a method for performing load control provided by the present invention;

[0033] FIG2 is a schematic diagram of an application environment according to the present invention;

[0034] FIG3 is a schematic diagram showing the principle of seat load self-learning in an example of the present invention;

[0035] FIG4 is a schematic diagram of a seat load trajectory in an example of the present invention;

[0036] FIG5 is a schematic diagram of an operation curve of load synchronization without dynamic adjustment involved in an example;

[0037] FIG6 is a schematic diagram of an operation curve of load synchronization dynamically adjusted using the method provided by the present invention in an example;

[0038] FIG7 is a schematic structural diagram of an embodiment of a system for performing load control provided by the present invention;

[0039] FIG8 is a schematic structural diagram of the time synchronization unit in FIG7;

[0040] FIG9 is a schematic structural diagram of the drive start time determination unit in FIG7 ;

[0041] FIG10 is a schematic structural diagram of the synchronization adjustment processing unit in FIG7 . DETAILED DESCRIPTION

[0042] In order to make the objectives, technical solutions and advantages of the present invention more clear, the present invention will be described in further detail below with reference to the accompanying drawings.

[0043] FIG1 is a schematic diagram showing a main flow chart of an embodiment of a method for performing load control provided by the present invention; in conjunction with FIG2 to FIG6 , in this embodiment, the method includes at least the following steps:

[0044] Step S10: After obtaining the connection status information of each load to be synchronized in the vehicle, the main controller CCU performs reference time synchronization on each zone controller ZCU connected to each load to be synchronized;

[0045] Step S11: The main control unit receives the operating status of the loads to be synchronized reported by each regional controller, and determines the driving start time of each load to be synchronized according to the load operating status;

[0046] Step S12: The main control unit sends a driving instruction carrying the driving start time to the regional controller connected to each load to be synchronized;

[0047] Step S13: the regional controller drives each load to be synchronized at the driving start time according to the received driving instruction;

[0048] In step S14, the main control unit obtains the current synchronization parameters of each load to be synchronized during the driving process. When it is determined that the current synchronization parameters do not meet the predetermined requirements, it determines some loads to be synchronized that need to be adjusted and dynamically adjusts their driving parameters. The current synchronization parameters are the distance differences between the loads to be synchronized.

[0049] The following will describe in detail each step of the method of the present invention with reference to FIG. 2 to FIG. 6 .

[0050] The present invention is applied to an application environment as shown in FIG2 , in which a CCU connected to a TBOX is provided in the vehicle, and the CCU is connected to a plurality of ZCUs, and each ZCU is connected to at least one load. As shown in the figure, four ZCUs are shown, namely ZCUA, ZCUB, ZCUC and ZCUD. The load C1 connected to the ZCUC and the load D1 connected to the ZCUD are a pair of loads with synchronous operation requirements. The loads with synchronous operation requirements may be such as the unfolding of left and right rearview mirrors, the opening of left and right scissor doors, and the return of the driver and passenger seats. For example, in one example, load C1 is the driver's seat, and load D1 is the passenger seat. The adjustment instructions sent by the CCU can ensure that load C1 and load D1 complete the entire driving process under the premise of meeting the synchronization parameters (distance difference and time difference).

[0051] In a specific example, in the step S10, first, the connection status of each load to be synchronized is detected to determine that each load to be synchronized is in an online state, further comprising:

[0052] After the system is powered on, it detects the connection status of all loads connected via the CCU and ZCD. Load connection status includes online, offline, and maintenance. Specifically, the detection command or feedback message must include the load ID, connection status, load name, or brief description. The load ID is a unique identifier for the load, enabling quick location of the load device. The connection status indicates the connection status of each load. Connection status includes online, offline, and maintenance. The load name is a description of the load device. The brief description provides an introduction and description of the load's basic situation. Table 1 below shows a list of basic load information.

[0053] Table 1 Basic load information list

[0054] Detect whether the connection status of each load to be synchronized is in the online state. If not, control the connection status of each load to be synchronized to enter the online state.

[0055] In a specific example, in step S10, performing reference time synchronization on each regional controller connected to each load to be synchronized includes:

[0056] Step S110: After the CCU obtains the reference time from the cloud from the TBOX, it distributes the reference time to each ZCU node, so that the local time of each ZCU node is synchronized with the reference time. Specifically, after the cloud obtains a reliable reference time from other systems, it synchronizes it to the TBOX, CCU, and ZCU nodes in sequence, ensuring that the local time of each node in the system is synchronized with the reference time.

[0057] In step S111, the CCU sends a fixed number of test instructions to all connected ZCUs in sequence, and receives response instructions returned by each ZCU. The average transmission time Tr from the CCU instruction to each ZCU instruction is calculated based on the time information of each test instruction being sent and each response instruction being received.

[0058] After completing the benchmark time synchronization, the CCU sends a test instruction to all connected ZCUs and records the time when the instruction is issued. After receiving the test instruction, each ZCU immediately replies with a response instruction to the CCU. When the CCU receives the response instruction sent by the ZCU, it immediately records the reception time, subtracts it from the sending time, and then divides it by 2 to get the transmission time of the instruction between the CCU and the ZCU. As shown in Table 2, according to the defined number of times, the average transmission time Tr of the instruction sent by the CCU to each ZCU is calculated by taking the average value of multiple tests; after sending a fixed number of test instructions, information such as the fastest response time and the slowest response time can also be obtained. As shown in Table 2 below, in an example, the response time information obtained after the CCU sends multiple test instructions to each ZCU is shown.

[0059] Table 2 ZCU response time to CCU command

[0060] In a specific example, in step S11, the main control unit receives the operating status of the load to be synchronized reported by each regional controller, and determines the driving start time of each load to be synchronized according to the load operating status, including:

[0061] Step S110: Receive the operating status of the load to be synchronized connected to the ZCU reported by each ZCU, wherein the operating status includes the running distance, running time and average speed information of each synchronized load in the current cycle, the previous cycle and the total time; as shown in Table 3 below, which is a load operating status list in an example.

[0062] Table 3 Load operation status list

[0063] As can be seen from Table 3, the load operation status information includes three groups of information.

[0064] The first set of information consists of three data points: traveled distance S, elapsed time T, and average speed V. The traveled distance can be converted using methods such as Hall pulses and analog-to-digital (AD) sampling. The elapsed time T is obtained by obtaining the current time from the local clock and calculating the difference between the current time and the start time. The average speed V is calculated by dividing the traveled distance S by the elapsed time T.

[0065] As shown in Figure 3, a seat load is used as an example to illustrate how to obtain the current position / travel distance S of the load in real time. When the seat load is off the factory line, all seat loads will obtain their own maximum travel S through self-learning. AB That is, the seat load is controlled by the command to move to the front end position A first, and the position L is recorded. A Then, the seat load is controlled to move to the final position B through the command, and the position L is recorded. B , the maximum travel S of the seat load is calculated by the frontmost position and the rearmost position AB : S AB =L B –L A

[0066] The seat motor generates continuous Hall pulse waveforms during movement, which are used for position sensing and stall judgment. AB and the corresponding pulse count P AB , the corresponding coefficient K of the Hall position signal and the running distance can be calculated, such as 5cm = 100 Hall pulse signals. Therefore, as long as the number of pulses P when the seat runs to the current position is counted cThe current position of the seat load / the distance it has traveled S can be calculated c : K=S AB / P AB ; S c =P c *K;

[0067] Where: K is the coefficient of the relationship between pulse and running distance; P AB is the total number of pulses corresponding to the total stroke; P c It is the pulse count corresponding to the current position.

[0068] The second set of information is the running distance S of this cycle c , the cycle time T c and the average speed V of this cycle c Three data. This cycle time T c It can be set by the system (such as 10ms, 50ms, 100ms), and can be adjusted according to certain strategies. The running distance S in this cycle c The average speed V in this period is calculated by the method in (1). c By calculating S c Divide by T c get.

[0069] The third set of information is the running distance S of the previous cycle L , the cycle time T of the previous cycle L and the average speed V of the previous cycle L Three data. In the first cycle after power-on, the default data of the previous cycle is 0. After the current cycle is completed, the data of this cycle is written into the previous cycle.

[0070] Step S111, calculating the driving start time of each load to be synchronized according to the operating status of each load, wherein the driving start time Ts is determined by the following formula: Ts=Tc+Tr+Te;

[0071] Where: Tc is the local time when the CCU sends the drive command; Tr is the average transmission time of the CCU command to the ZCU; Te is the waiting time between the CCU expecting the ZCU to receive the command and the start of driving the load, and 0 means immediate driving.

[0072] In a specific example, in step S12, the main control unit sends a driving instruction carrying the driving start time to the regional controllers connected to the loads to be synchronized, further comprising:

[0073] The CCU sends a driving instruction carrying the driving start time to the corresponding ZCU, wherein the driving instruction includes five fields: sender, receiver, driving start time, operating parameters, and adjustment coefficient;

[0074] It is understood that after the ZCU and the load to be synchronized are ready, they await a drive instruction from the CCU. The format of a CCU drive instruction is shown in Table 4. The drive instruction contains five fields: sender, receiver, drive start time, operating parameters, and adjustment coefficients. The sender is the CCU, the receiver is the ZCUA / ZCUB / ZCUC / ZCUD, and the reference time is the time when the ZCU is expected to start driving the load.

[0075] Table 4 CCU drive instruction format

[0076] The operating parameter has four states: 3 - Adjust, 2 - Run, 1 - Stop, and 0 - No Command. The ZCU takes corresponding actions based on the received operating parameter state. The adjustment coefficient is used to adjust the load's operating rate and is effective only when the operating parameter is in the adjustment state (i.e., 3).

[0077] In step S13, after receiving the driving instruction, the ZCU compares the local time with the driving start time. If the local time is earlier than the driving start time, it remains in a waiting state; otherwise, it drives the connected load to be synchronized to run, and obtains the operating status information of the load to be synchronized according to the set period and feeds it back to the CCU.

[0078] As you can understand, after receiving the instruction with the drive start time from the CCU, the ZCU compares the local time with the drive start time. If the local time is earlier than the drive start time, the ZCU remains in a waiting state. If the local time is greater than or equal to the drive start time, the ZCU immediately starts driving the load. The ZCU obtains operating status information according to the set period and feeds it back to the CCU.

[0079] In a specific example, in step S14, the main control unit obtains the current synchronization parameters of each load to be synchronized during the driving process. When it is determined that the current synchronization parameters do not meet the predetermined requirements, the main control unit determines some loads to be synchronized that need to be adjusted and dynamically adjusts their driving parameters. The current synchronization parameters are the distance differences between the loads to be synchronized, including:

[0080] Step S140: The CCU receives status information of each load to be synchronized reported by each ZCU, analyzes the operating status information of the load to be synchronized, and obtains the distance difference between the loads to be synchronized;

[0081] In a specific example, the CCU analyzes the received operating status information of the synchronization loads to obtain the current positions of the two loads to be synchronized, thereby obtaining the distance difference between the two loads to be synchronized;

[0082] Step S141: The main control unit determines whether the distance difference between the loads to be synchronized is less than a predetermined distance difference threshold. If the determination result is greater than or equal to the distance difference threshold, the loads to be synchronized with the distance difference threshold being determined as loads to be synchronized that require adjustment.

[0083] Specifically, determine whether the distance difference and time difference between the two loads meet the synchronization accuracy requirements. Table 5 shows a list of some load synchronization scenarios and distance difference thresholds;

[0084] Table 5 Synchronization scenarios and distance difference thresholds

[0085] Furthermore, referring to Figure 4, at time T1, the driver's seat is operating at S1a, while the passenger seat is operating at S2a. The distance difference between the two is: S1a - S2a. If this distance difference is greater than the distance difference threshold, dynamic adjustment is initiated. If the distance difference is less than the distance difference threshold, the system returns to the previous step to continue monitoring the load's operating status.

[0086] Step S142: The CCU calculates an adjustment coefficient for adjusting the drive parameters of each load to be synchronized and sends an adjustment instruction carrying the adjustment coefficient to each ZCU.

[0087] The following will illustrate the derivation and calculation process of the adjustment coefficient in the present invention with reference to the load operation trajectory diagram shown in FIG4 .

[0088] Please refer to Figure 4. At time T0, the driver's seat and the passenger seat receive the driving instructions with the reference time T0 sent by the CCU and start running.

[0089] At T1, the driver's seat is in V 1a The average rate of running S 1a Distance: V 1a =S 1a / (T1-T0);

[0090] At the same time, the passenger seat is V 1b The rate of running S 1b Distance. 1b =S 1b / (T1-T0);

[0091] At this time, the CCU finds through the load status information obtained by the ZCU that the driver's seat is ahead and the distance difference with the passenger seat is greater than the specified threshold, that is, S 1a -S 1b >S dIn the next operation cycle, the CCU issues an adjustment command with an adjustment coefficient A to adjust the slower-moving passenger seat. After receiving the adjustment command at time T1, the ZCU begins to adjust the passenger seat. By time T2, the distance difference between the two is less than the threshold.

[0092] At this time, the main driver's seat is running S 2a Distance: S 2a =V 1c *(T2-T1);

[0093] At the same time, the passenger seat runs S 2b Distance: S 2b =A*V 2c *(T2-T1);

[0094] Need to meet S 1a +S 2a -(S 1b +S 2b ) d ;

[0095] After the above derivation, the calculation formula of the adjustment coefficient A is as follows: S 1a +V 1c *(T2-T1)-(S 1b +A*V 2c *(T2-T1)) d ;

[0096] Where: S 1a 、S 1b The distance the driver's seat and the passenger seat have traveled at time T1;

[0097] V 1c 、V 2c The average speed of the driver and co-driver in the current cycle. If it cannot be obtained, the average speed of the previous cycle V is used. 1L 、V 2L ; T1 is the start time of adjustment, T2 is the end time of adjustment; S d is the distance difference threshold; A is the adjustment coefficient;

[0098] After simplification, the calculation formula of the adjustment coefficient A is: A>(S 1a -S 1b -S d +V 1c *(T2-T1)) / V 2c *(T2-T1).

[0099] Therefore, in the present invention, a notification formula for calculating the corresponding adjustment coefficient A is obtained: A>(S 1a -S 1b -S​​d +V 1c *(T2-T1)) / V 2c *(T2-T1);

[0100] In this formula, T1 is the start time of adjustment, T2 is the end time of adjustment; S d is the distance difference threshold, S 1a S is the distance that the load to be synchronized without adjustment has traveled at time T1, 1b V is the distance that the load to be synchronized has traveled at time T1. 1c is the average speed of the load to be synchronized in the current cycle without adjustment, V 2c The average speed of the load to be synchronized that needs to be adjusted in the current cycle.

[0101] In step S143, each ZCU controls the operating rate of the load to be synchronized that needs to be adjusted according to the adjustment coefficient until the distance difference of each load to be synchronized is lower than the predetermined distance difference threshold; in a specific example, the ZCU adjusts the operating rate of the problem load according to the adjustment instruction (including adjustment parameters) sent by the CCU until the distance difference between the two loads to be synchronized meets the accuracy threshold requirement again.

[0102] In step S143, after the load adjustment is completed, the main control unit sends a release adjustment instruction to each regional controller, and the regional controller controls the adjusted load to return to the original speed and continue to operate according to the release adjustment instruction until the entire operation process is completed.

[0103] To address the issue of asynchronous load operation start times, a reference time is introduced, and a time synchronization mechanism and transmission time monitoring are combined to ensure that the loads to be synchronized start running based on the same reference time. To address the issue of distance differences and time differences exceeding the distance difference threshold during load operation, the CCU sends adjustment instructions to dynamically adjust the load's operating speed to ensure that the distance difference of the loads to be synchronized returns to the allowable range before the remaining drive is completed, thereby ensuring the synchronization of load operation.

[0104] The specific effects can be compared with those shown in Figures 5 and 6. Figure 5 shows the synchronous load operation curve without the intervention of the CCU adjustment instruction, and Figure 6 shows the synchronous load operation curve after the intervention of the CCU adjustment instruction. In Figure 5, the distance difference between load C1 and load D1 during operation exceeds the distance difference threshold, but because there is no adjustment mechanism, the synchronization parameter requirements are not met when the drive is completed. In Figure 6, the distance difference between load C1 and load D1 during operation exceeds the distance difference threshold. At this time, the dynamic adjustment mechanism of the CCU is introduced, which makes the distance difference between the loads return to below the threshold, and the loads meet the synchronization parameter requirements when the drive is completed.

[0105] It is understandable that, in the method of the present invention, it is continuously monitored whether there is a new drive request. If so, the process returns to step S13; if not, the process ends.

[0106] FIG7 is a schematic diagram showing a structure of an embodiment of a load control system provided by the present invention. Combined with FIG8 to FIG10 , in this embodiment, the system is applied to the CCU, and the load control system 1 includes at least:

[0107] The time synchronization unit 10 is used for the CCU to synchronize the reference time of each ZCU connected to each load to be synchronized after obtaining the connection status information of each load to be synchronized in the vehicle;

[0108] The driving start time determination unit 11 is configured to receive the operating status of each load to be synchronized reported by each regional controller from the CCU, and determine the driving start time of each load to be synchronized according to the load operating status;

[0109] The drive instruction sending unit 12 is used for the CCU to send the drive instruction carrying the drive start time to the ZCU connected to each load to be synchronized;

[0110] A drive processing unit 13 is configured for the ZCU to drive each load to be synchronized at the drive start time according to the drive instruction;

[0111] The synchronization adjustment processing unit 14 is used for the CCU to obtain the current synchronization parameters of each load to be synchronized during the driving process. When it is determined that the current synchronization parameters do not meet the predetermined requirements, it determines some loads to be synchronized that need to be adjusted and dynamically adjusts their driving parameters. The current synchronization parameters are the distance difference between the loads to be synchronized.

[0112] More specifically, as shown in FIG8 , the time synchronization unit 10 further includes:

[0113] The reference time synchronization unit 100 is used for the CCU to obtain the reference time from the cloud from the TBOX and then send the reference time to each ZCU node so that the local time of each ZCU node is synchronized with the reference time;

[0114] The average transmission time acquisition unit 101 is used for the CCU to send a fixed number of test instructions to all connected ZCUs in sequence, and receive response instructions returned by each ZCU, and calculate the average transmission time Tr from the CCU instruction to each ZCU instruction based on the time information of each test instruction being sent and the time information of each response instruction being received.

[0115] More specifically, as shown in FIG9 , the driving start time determination unit 11 further includes:

[0116] The operation status receiving unit 110 is used to receive the operation status of each load to be synchronized connected to the ZCU reported by each ZCU, wherein the operation status includes the running distance, running time and average speed information of the load to be synchronized in the current cycle, the previous cycle and the total time;

[0117] The driving start time calculation unit 111 is used to calculate the driving start time of each load to be synchronized according to the operating status of each load, wherein the driving start time Ts is determined by the following formula: Ts=Tc+Tr+Te;

[0118] Where: Tc is the local time when the CCU sends the drive command; Tr is the average transmission time of the CCU command to the ZCU; Te is the waiting time between the CCU expecting the ZCU to receive the command and starting to drive the load. Te = 0 means immediate drive.

[0119] More specifically, in the driving instruction sending unit 12, the driving instruction includes five fields: sender, receiver, driving start time, operating parameters and adjustment coefficient;

[0120] In the drive control unit 131, after receiving the drive instruction, the ZCU compares the local time with the drive start time. If the local time is earlier than the drive start time, it remains in a waiting state; otherwise, it drives the connected load to be synchronized to run, and obtains the operating status information of the load to be synchronized according to the set cycle and feeds it back to the CCU.

[0121] More specifically, as shown in FIG10 , the synchronization adjustment processing unit 14 further includes:

[0122] The status information analysis unit 140 is configured to receive status information of each load to be synchronized reported by each regional controller, analyze the operating status information of the load to be synchronized, obtain the distance difference between each load to be synchronized, and determine whether the distance difference between each load to be synchronized is less than a predetermined distance difference threshold;

[0123] The load adjustment determining unit 141 is configured to, when the state information analyzing unit 140 determines that the load to be synchronized has a determination result greater than or equal to the distance difference threshold, determine the load to be synchronized that needs to be adjusted.

[0124] An adjustment coefficient calculation unit 142 is configured to calculate an adjustment coefficient and send an adjustment instruction carrying the adjustment coefficient to each ZCU, wherein the adjustment coefficient is used to adjust the drive parameters of each load to be synchronized that needs to be adjusted;

[0125] The adjustment coefficient calculation unit 141 uses the following formula to calculate the corresponding adjustment coefficient A: A>(S 1a-S 1b -S d +V 1c *(T2-T1)) / V 2c *(T2-T1);

[0126] Among them, T1 is the start time of adjustment, T2 is the end time of adjustment; S d is the distance difference threshold, S 1a S is the distance that the load to be synchronized without adjustment has traveled at time T1, 1b V is the distance that the load to be synchronized has traveled at time T1. 1c is the average speed of the load to be synchronized in the current cycle without adjustment, V 2c The average speed of the load to be synchronized that needs to be adjusted in the current cycle;

[0127] an adjustment processing unit 143, configured for each ZCU to control the operating rate of the load to be synchronized that needs to be adjusted according to the adjustment coefficient until the distance difference between each load to be synchronized is lower than a predetermined distance difference threshold;

[0128] The regulation release unit 143 is used for the CCU to send a regulation release instruction to each ZCU after the load regulation is completed. The ZCU controls the regulated load to return to the original speed and continue to run according to the regulation release instruction until the entire operation process is completed.

[0129] For more details, please refer to and combine the above descriptions of Figures 1 to 6, which will not be repeated here.

[0130] Accordingly, as another aspect of the present invention, a computer-readable storage medium is provided, storing a computer program thereon. When executed by a processor, the computer program implements the steps of the method described in Figures 1 to 6 . For more details, please refer to and combine the above description of Figures 1 to 6 , which will not be repeated here.

[0131] Accordingly, as another aspect of the present invention, a controller is provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the controller implements the steps of the method described in Figures 1 to 6 . For more details, please refer to and combine the above description of Figures 1 to 6 , which will not be repeated here.

[0132] Accordingly, as another aspect of the present invention, a computer program product is provided, comprising computer instructions that instruct a computer device to perform operations corresponding to the methods described above with respect to Figures 1 to 6 . For further details, please refer to and combine the above descriptions of Figures 1 to 6 , which will not be repeated here.

[0133] Accordingly, as another aspect of the present invention, a vehicle is provided, equipped with a CCU connected to a TBOX, the CCU connected to multiple ZCUs, each ZCU connected to at least one load, and the system described in Figures 7 to 10 deployed in the vehicle. For more details, please refer to and combine the above description of Figures 7 to 10, and will not be repeated here.

[0134] The implementation of the embodiments of the present invention has the following beneficial effects:

[0135] The present invention provides a method, system, storage medium, and vehicle for load control. By rationally deploying the ZCU nodes in the vehicle, it ensures that all loads requiring synchronization start operating at a given reference time. Furthermore, the distance difference between the running loads can be monitored in real time, and real-time dynamic adjustment can be performed after exceeding a predetermined threshold. This ensures that the loads requiring synchronization ultimately meet the accuracy requirements in terms of time and distance difference, thereby improving the accuracy of load synchronization.

[0136] The implementation of the present invention can accurately drive the synchronization of loads on the vehicle with time accuracy requirements, increase the smoothness of load operation, and eliminate the need for configuration adjustment through software after synchronization, thereby improving the user experience.

[0137] Those skilled in the art will appreciate that embodiments of the present invention may be provided as methods, apparatus, or computer program products. Thus, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0138] The present invention is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device produce a device for implementing the functions specified in one or more processes in the flowchart and / or one or more boxes in the block diagram.

[0139] The above disclosure is only a preferred embodiment of the present invention and certainly cannot be used to limit the scope of the present invention. Therefore, equivalent changes made according to the claims of the present invention are still within the scope of the present invention.

Claims

1. A method for load control, characterized in that, At least include the following steps: After the master controller obtains the connection status information of each load to be synchronized in the vehicle, it performs reference time synchronization on each area controller connected to each load to be synchronized; The master control unit receives the operating status of the loads to be synchronized reported by each area controller, and determines the driving start time of each load to be synchronized according to the load operating status; The master control unit sends a driving instruction carrying the driving start time to the area controller connected to each load to be synchronized; The area controller drives each load to be synchronized at the driving start time according to the driving instruction; The master control unit obtains the current synchronization parameter of each load to be synchronized during the driving process. When it is determined that the current synchronization parameter does not meet the predetermined requirements, it determines some loads to be synchronized that need to be adjusted, and dynamically adjusts their driving parameters. The current synchronization parameter is the distance difference between each load to be synchronized.

2. The method according to claim 1, wherein Performing reference time synchronization on the area controllers connected to the loads to be synchronized includes: After the master controller obtains the reference time from the cloud through the TBOX, it sends the reference time to each area controller, so that the local time of each area controller is synchronized with the reference time; The master controller sends a fixed number of test instructions to each area controller respectively, and receives the response instructions returned by each area controller, and calculates the average transmission time between the master control unit and each area controller according to the time information of sending the test instruction and receiving the response instruction each time.

3. The method according to claim 2, wherein The master control unit receives the operating status of the loads to be synchronized reported by each area controller, and determines the driving start time of each load to be synchronized according to the load operating status, including: Receiving the operating status of the loads to be synchronized reported by each area controller, where the operating status includes the running distance, running time, and average speed information of each load to be synchronized in the current cycle, previous cycle, and total time. Among them, the running distance is obtained by conversion through Hall pulses or analog-to-digital sampling; According to the operating status of each load to be synchronized, calculate the driving start time of each load to be synchronized, where the driving start time Ts is determined by the following formula: Ts = Tc + Tr + Te Where: Tc is the local time when the master control unit sends the driving instruction; Tr is the average transmission time for the instruction of the master control unit to reach the area controller; Te is the waiting time from when the master control unit expects the area controller to receive the instruction to when it starts driving the load. Te = 0 means driving immediately.

4. The method according to claim 3, characterized in that, The master control unit sends a driving instruction carrying the driving start time to the area controller connected to each load to be synchronized, including: The master control unit sends a driving instruction to each area controller. The driving instruction includes fields such as the sender, receiver, driving start time, operation parameters, and adjustment coefficient; After receiving the driving instruction, the area controller compares the local time with the driving start time. If the local time is earlier than the driving start time, it remains in the waiting state; otherwise, it drives the load to be synchronized connected to it to run, and obtains the operating status information of the load to be synchronized according to the set cycle and feeds it back to the master control unit.

5. The method according to claim 4, wherein The main control unit obtains the current synchronization parameters of each load to be synchronized during the driving process. When it is determined that the current synchronization parameters do not meet the predetermined requirements, it determines some loads to be synchronized that need to be adjusted and dynamically adjusts their driving parameters, including: The main control unit receives the status information of each load to be synchronized reported by each area controller, analyzes the operating status information of the loads to be synchronized, and obtains the distance difference between each load to be synchronized; The main control unit determines whether the distance difference between each load to be synchronized is lower than a predetermined distance difference threshold. If the judgment result is greater than or equal to the distance difference threshold, the load to be synchronized with the judgment result greater than or equal to the distance difference threshold is determined as the load to be synchronized that needs to be adjusted; The main control unit calculates the adjustment coefficient for adjusting the driving parameters of each load to be synchronized that needs to be adjusted, and sends an adjustment instruction carrying the adjustment coefficient to each area controller; Each area controller controls the running speed of the load to be synchronized that needs to be adjusted according to the adjustment coefficient until the distance difference between each synchronized load is lower than the predetermined distance difference threshold; After the load adjustment is completed, the main control unit sends a de - adjustment instruction to each area controller, and the area controller controls the adjusted load to resume running at the original speed according to the de - adjustment instruction.

6. The method according to claim 5, characterized in that The main control unit calculates the adjustment coefficient for adjusting the driving parameters of each load to be synchronized that needs to be adjusted, including: The main control unit calculates the corresponding adjustment coefficient A by using the following formula: A>(S 1a -S 1b -S d +V 1c *(T2 - T1)) / V 2c *(T2 - T1) Among them, T1 is the start time of adjustment, and T2 is the end time of adjustment; S d is the distance difference threshold, and S 1a is the distance that the load to be synchronized without adjustment has run at time T1, and S 1b is the distance that the load to be synchronized that needs to be adjusted has run at time T1, and V 1c is the average speed of the load to be synchronized without adjustment in the current cycle, and V 2c is the average speed of the load to be synchronized that needs to be adjusted in the current cycle.

7. A system for performing load control, characterized in that, At least including: A time synchronization unit, which is used for the main controller to perform reference time synchronization on each area controller connected to each load to be synchronized after obtaining the connection status information of each load to be synchronized in the vehicle; A driving start time determination unit, which is used for the main control unit to receive the operating status of each load to be synchronized reported by each area controller and determine the driving start time of each load to be synchronized according to the load operating status; A driving instruction sending unit, which is used for the main control unit to send a driving instruction carrying the driving start time to the area controller connected to each load to be synchronized; A driving processing unit, which is used for the area controller to drive each load to be synchronized at the driving start time according to the driving instruction; A synchronization adjustment processing unit, which is used for the main control unit to obtain the current synchronization parameters of each load to be synchronized during the driving process. When it is determined that the current synchronization parameters do not meet the predetermined requirements, it determines some loads to be synchronized that need to be adjusted and dynamically adjusts their driving parameters. The current synchronization parameter is the distance difference between each load to be synchronized.

8. The system according to claim 7, wherein The time synchronization unit further includes: A reference time synchronization unit, which is used for the main controller to obtain the reference time from the cloud through the TBOX and then send the reference time to each area controller, so that the local time of each area controller is synchronized with the reference time; An average transmission time acquisition unit, which is used for the main controller to send a fixed number of test instructions to each area controller respectively and receive the response instructions returned by each area controller, and calculates the average transmission time between the main control unit and each area controller according to the time information of each sending of the test instruction and receiving of the response instruction.

9. The system according to claim 7, wherein The driving start time determination unit further includes: An operating status receiving unit is configured to receive the operating status of the loads to be synchronized reported by each zone controller. The operating status includes the running distance, running time, and average speed information of each load to be synchronized in the current cycle, the previous cycle, and the total time. The running distance is obtained by converting the running distance through Hall pulses or AD sampling. The drive start time calculation unit is used to calculate the drive start time of each load to be synchronized according to the operating status of each load, wherein the drive start time Ts is determined by the following formula: Ts=Tc+Tr+Te Where: Tc is the local time when the main control unit sends the drive instruction; Tr is the average transmission time of the main control unit's instruction to the regional controller; Te is the waiting time between the main control unit expecting the regional controller to receive the instruction and start driving the load. Te=0 means immediate drive.

10. The system according to claim 8 or 9, characterized in that The driving instruction sent by the driving instruction sending unit includes fields of sender, receiver, driving start time, operating parameters and adjustment coefficient; In the drive processing unit, after receiving the drive instruction, the control area controller compares the local time with the drive start time. If the local time is earlier than the drive start time, it remains in a waiting state; otherwise, it drives the connected load to be synchronized to run, and obtains the operating status information of the load to be synchronized according to the set period and feeds it back to the main control unit.

11. The system according to claim 10, wherein The synchronization adjustment processing unit further includes: A status information analysis unit is configured to receive status information of each load to be synchronized reported by each regional controller, analyze the operating status information of the load to be synchronized, obtain the distance difference between each load to be synchronized, and determine whether the distance difference between each load to be synchronized is lower than a predetermined distance difference threshold; an adjustment load determination unit, configured to, when the state information analysis unit determines that the load to be synchronized has a determination result greater than or equal to the distance difference threshold, determine the load to be synchronized that needs to be adjusted as the load to be synchronized that needs to be adjusted; An adjustment coefficient calculation unit, configured to calculate an adjustment coefficient and send an adjustment instruction carrying the adjustment coefficient to each regional controller, wherein the adjustment coefficient is used to adjust the drive parameters of each load to be synchronized that needs to be adjusted; an adjustment processing unit, configured for each regional controller to control the operating rate of the load to be synchronized that needs to be adjusted according to the adjustment coefficient until the distance difference between the loads to be synchronized is lower than a predetermined distance difference threshold; The regulation release unit is used for the main control unit to send a release regulation instruction to each regional controller after the load regulation is completed. The regional controller controls the regulated load to return to the original speed and continue to run according to the release regulation instruction.

12. The system according to claim 11, wherein The adjustment coefficient calculation unit calculates the corresponding adjustment coefficient A using the following formula: A > (S 1a - S 1b - S d + V 1c *(T2 - T1)) / V 2c *(T2 - T1) Among them, T1 is the start time of adjustment, and T2 is the end time of adjustment; S d is the distance difference threshold, S 1a is the distance that the load to be synchronized without adjustment has run at time T1, S 1b is the distance that the load to be synchronized that needs adjustment has run at time T1, V 1c is the average speed of the load to be synchronized without adjustment in the current cycle, V 2c is the average speed of the load to be synchronized that needs adjustment in the current cycle.

13. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 6 are implemented.

14. A controller, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, the steps of the method according to any one of claims 1 to 6 are implemented.

15. A vehicle is provided with a main control unit connected to a TBOX. The main control unit is connected to a plurality of area controllers, and each area controller is connected to at least one load. It is characterized in that, A system according to any one of claims 7 to 12 is deployed in the vehicle.

16. A computer program product comprising computer instructions that direct a computer device to perform operations corresponding to the method according to any one of claims 1 to 6.

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