CN112389465B - Control method and control system of engineering vehicle and engineering vehicle - Google Patents

Control method and control system of engineering vehicle and engineering vehicle Download PDF

Info

Publication number
CN112389465B
CN112389465B CN202011286256.5A CN202011286256A CN112389465B CN 112389465 B CN112389465 B CN 112389465B CN 202011286256 A CN202011286256 A CN 202011286256A CN 112389465 B CN112389465 B CN 112389465B
Authority
CN
China
Prior art keywords
path
target
coordinate point
point
standard
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN202011286256.5A
Other languages
Chinese (zh)
Other versions
CN112389465A (en
Inventor
郭天亮
刘景湘
王宋祥
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hunan Sany Intelligent Control Equipment Co Ltd
Original Assignee
Hunan Sany Intelligent Control Equipment Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hunan Sany Intelligent Control Equipment Co Ltd filed Critical Hunan Sany Intelligent Control Equipment Co Ltd
Priority to CN202011286256.5A priority Critical patent/CN112389465B/en
Publication of CN112389465A publication Critical patent/CN112389465A/en
Application granted granted Critical
Publication of CN112389465B publication Critical patent/CN112389465B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/06—Automatic manoeuvring for parking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2300/00—Indexing codes relating to the type of vehicle
    • B60W2300/17—Construction vehicles, e.g. graders, excavators

Abstract

The invention provides a control method and a control system of an engineering vehicle and the engineering vehicle, wherein the control method comprises the following steps: acquiring target construction areas and target pose information of the engineering vehicles; acquiring a standby area adjacent to a target construction area and current pose information of an engineering vehicle; judging whether the target pose information is consistent with the current pose information; if the judgment result is negative, determining a steering angle according to the target course angle and the current course angle; and if the steering angle is larger than 0, controlling the engineering vehicle to adjust the pose according to the target pose information, the current pose information and the standby area until the engineering vehicle reaches a target coordinate point, wherein the course angle of the engineering vehicle at the target coordinate point is the same as the target course angle. In the process of adjusting the pose of the vehicle, the number of times of starting and stopping the vehicle is reduced, the overall energy consumption and the abrasion of vehicle parts are reduced, and the construction efficiency is improved.

Description

Control method and control system of engineering vehicle and engineering vehicle
Technical Field
The invention relates to the technical field of vehicle control, in particular to a control method of an engineering vehicle, a control system of the engineering vehicle and the engineering vehicle.
Background
Before road construction, the road roller needs to travel from a standby area to a junction of the construction area and the standby area and reach a specified posture. Due to the limited range of the standby area, the road roller generally needs to stop and turn for many times to complete the positioning process, the positioning difficulty is high due to manual driving, and the total length of the driving path and the turning of the road roller are difficult to control, so that the energy consumption of the road roller is high, and the tire wear is aggravated.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art or the related art.
To this end, a first aspect of the invention provides a control method of a work vehicle.
A second aspect of the invention provides a control system of a construction vehicle.
A third aspect of the invention provides a work vehicle.
In view of this, a first aspect of the present invention provides a control method of a working vehicle, including: acquiring a target construction area and target pose information of the engineering vehicle, wherein the target pose information comprises a target coordinate point and a target course angle of the engineering vehicle; acquiring a standby area adjacent to a target construction area and current pose information of the engineering vehicle, wherein the current pose information comprises a current coordinate point and a current course angle of the engineering vehicle; judging whether the target pose information is consistent with the current pose information; determining a steering angle according to the target course angle and the current course angle based on the condition that the judgment result is negative; and based on the condition that the steering angle is larger than 0, controlling the engineering vehicle to adjust the pose according to the target pose information, the current pose information and the standby area until the engineering vehicle reaches a target coordinate point, wherein the course angle of the engineering vehicle at the target coordinate point is the same as the target course angle.
The control method of the engineering vehicle provided by the invention comprises the steps of firstly obtaining a target construction area and a standby area of the engineering vehicle, and obtaining the current pose information and the target pose information to be achieved of the engineering vehicle after confirming the in-place adjustment range of the engineering vehicle. Wherein the current pose information comprises a current coordinate point and a current course of the engineering vehicleAngle thetaoriCurrent heading angle θoriThe target position and orientation information comprises a target coordinate point and a target course angle theta of the engineering vehicledesTarget heading angle θdesThe included angle between the heading direction of the vehicle head when the vehicle is at the target coordinate point and the preset direction is shown. And when the current pose information and the target pose information of the engineering vehicle are consistent, the engineering vehicle meets the operation requirement and does not need to be further adjusted. If the current pose information and the target pose information of the engineering vehicle are not consistent, according to the target course angle thetadesAnd the current heading angle thetaoriIf the steering angle beta is larger than 0, the vehicle is controlled to rapidly adjust the pose in the standby area according to the target pose information, the current pose information and the standby area of the engineering vehicle, so that the vehicle rapidly reaches a target coordinate point, and the course angle of the vehicle at the target coordinate point and the target course angle theta are ensureddesThe same is true.
According to the control method of the engineering vehicle, manual participation is not needed in the process of adjusting the pose of the engineering vehicle, so that the pose of the engineering vehicle can be quickly adjusted according to an automatically generated path, unnecessary starting and stopping actions are avoided, the overall energy consumption and the abrasion of vehicle parts are reduced, the positioning speed of the engineering vehicle is increased, and the construction efficiency is effectively improved.
In addition, the control method in the above technical solution provided by the present invention may further have the following additional technical features:
in the above technical solution, further, controlling the engineering vehicle to adjust the pose according to the target pose information, the current pose information, and the standby area until the engineering vehicle reaches the target coordinate point, and making a course angle of the engineering vehicle at the target coordinate point the same as the target course angle, includes: converting the target coordinate point, the target course angle, the current coordinate point and the current course angle from the local map coordinate system into a relative coordinate system; the origin of the relative coordinate system is a current coordinate point, and the current course angle is zero in the relative coordinate system; the method comprises the steps of obtaining the minimum turning radius of the engineering vehicle, the preset vehicle speed and the time required for reaching the minimum turning radius, and calculating to obtain the length of a maximum turning curve and the maximum turning angle of the engineering vehicle when the engineering vehicle turns from a current coordinate point to reach the minimum turning radius; generating a first parking path according to the target coordinate point, the current coordinate point, the steering angle, the minimum turning radius, the maximum clothoid length and the maximum turning angle; judging whether the first parking path exceeds a standby area or not; and based on the condition that the first parking path does not exceed the standby area, the coordinate of the first parking path is converted back to the local map coordinate system, the engineering vehicle is controlled to travel to the target coordinate point along the first parking path, and the course angle of the engineering vehicle at the target coordinate point is the same as the target course angle.
In any of the above technical solutions, further, the control method includes: when the target coordinate point is located in a first quadrant of the relative coordinate system, a first parking path is directly generated in the first quadrant; and when the target coordinate point is positioned in other quadrants of the relative coordinate system, the target coordinate point is symmetrical to the first quadrant to obtain a symmetrical target coordinate point, a symmetrical first parking path is generated according to the symmetrical target coordinate point, and the symmetrical first parking path is symmetrical to the original quadrant where the target coordinate point is positioned to obtain the first parking path.
In any of the above technical solutions, further generating the first parking path according to the target coordinate point, the current coordinate point, the steering angle, the minimum turning radius, the maximum clothoid length, and the maximum turning angle includes: based on the condition that the steering angle is larger than 0 and smaller than or equal to 2 times of the maximum rotation angle, generating a first standard path according to the steering angle, the length of the maximum clothoid and the maximum rotation angle; the first standard path comprises a first convolution path and a second convolution path, the end point of the first convolution path is connected with the start point of the second convolution path, and the curvature of the end point of the first convolution path is the same as the curvature of the start point of the second convolution path; based on the condition that two ends of the first standard path can be directly connected with the current coordinate point and the target coordinate point, the first parking path is the first standard path; based on the condition that the two ends of the first standard path cannot be directly connected with the current coordinate point and the target coordinate point, the first standard path is translated, a first splicing straight line is set to connect the current coordinate point and the target coordinate point, and the first parking path is a combination of the first standard path and the first splicing straight line.
In any of the above technical solutions, further generating the first parking path according to the target coordinate point, the current coordinate point, the steering angle, the minimum turning radius, the maximum clothoid length, and the maximum turning angle includes: based on the condition that the steering angle is larger than 2 times of the maximum turning angle and is smaller than or equal to 0.75 pi, generating a second standard path according to the steering angle, the minimum turning radius, the maximum clothoid length and the maximum turning angle; the second standard path comprises a third convolution path, a first circular arc path and a fourth convolution path, the end point of the third convolution path is connected with the start point of the first circular arc path, the curvature of the end point of the third convolution path is the same as the curvature of the start point of the first circular arc path, the end point of the first circular arc path is connected with the start point of the fourth convolution path, and the curvature of the end point of the first circular arc path is the same as the curvature of the start point of the fourth convolution path; based on the condition that two ends of the second standard path can be directly connected with the current coordinate point and the target coordinate point, the first parking path is the second standard path; and translating the second standard path based on the condition that the two ends of the second standard path cannot be directly connected with the current coordinate point and the target coordinate point, and setting a second splicing straight line to connect the current coordinate point and the target coordinate point, wherein the first parking path is a combination of the second standard path and the second splicing straight line.
In any of the above technical solutions, further generating the first parking path according to the target coordinate point, the current coordinate point, the steering angle, the minimum turning radius, the maximum clothoid length, and the maximum turning angle includes: based on the condition that the steering angle is larger than 0.75 pi and smaller than or equal to pi, generating a third standard path and a fourth standard path according to the steering angle, the minimum turning radius, the maximum clothoid length and the maximum turning angle, wherein the rotating angle of the third standard path is 0.5 pi, and the rotating angle of the fourth standard path is the steering angle minus 0.5 pi; the third standard path comprises a fifth convolution path, a second circular arc path and a sixth convolution path, wherein the end point of the fifth convolution path is connected with the start point of the second circular arc path, the curvature of the end point of the fifth convolution path is the same as the curvature of the start point of the second circular arc path, the end point of the second circular arc path is connected with the start point of the sixth convolution path, and the curvature of the end point of the second circular arc path is the same as the curvature of the start point of the sixth convolution path; the fourth standard path comprises a seventh circular path, a third circular path and an eighth circular path, the end point of the seventh circular path is connected with the start point of the third circular path, the curvature of the end point of the seventh circular path is the same as the curvature of the start point of the third circular path, the end point of the third circular path is connected with the start point of the eighth circular path, and the curvature of the end point of the third circular path is the same as the curvature of the start point of the eighth circular path; the curvature of the end point of the sixth convolution path is the same as the curvature of the start point of the seventh convolution path; based on the condition that two ends of a connecting line formed by connecting the third standard path and the fourth standard path can be directly connected with the current coordinate point and the target coordinate point, the first parking path is the connecting line formed by connecting the third standard path and the fourth standard path; and translating the third standard path and/or the fourth standard path based on the condition that two ends of a connecting line formed by connecting the third standard path and the fourth standard path cannot be directly connected with the current coordinate point and the target coordinate point, and setting a third splicing straight line to connect the current coordinate point and the target coordinate point, wherein the first parking path is a combination of the third standard path, the fourth standard path and the third splicing straight line.
In any of the above technical solutions, further generating the first parking path according to the target coordinate point, the current coordinate point, the steering angle, the minimum turning radius, the maximum clothoid length, and the maximum turning angle includes: based on the condition that the steering angle is larger than pi and smaller than or equal to 1.5 pi, generating a fifth standard path and a sixth standard path according to the steering angle, the minimum turning radius, the maximum clothoid length and the maximum turning angle, wherein the turning angle of the fifth standard path is 0.75 pi, and the turning angle of the sixth standard path is the steering angle minus 0.75 pi; the fifth standard path comprises a ninth circular path, a fourth circular path and a tenth circular path, wherein the end point of the ninth circular path is connected with the start point of the fourth circular path, the curvature of the end point of the ninth circular path is the same as the curvature of the start point of the fourth circular path, the end point of the fourth circular path is connected with the start point of the tenth circular path, and the curvature of the end point of the fourth circular path is the same as the curvature of the start point of the tenth circular path; the sixth standard path comprises an eleventh convolution path, a fifth circular arc path and a twelfth convolution path, wherein the end point of the eleventh convolution path is connected with the start point of the fifth circular arc path, the curvature of the end point of the eleventh convolution path is the same as the curvature of the start point of the fifth circular arc path, the end point of the fifth circular arc path is connected with the start point of the twelfth convolution path, and the curvature of the end point of the fifth circular arc path is the same as the curvature of the start point of the twelfth convolution path; the curvature of the end point of the tenth rotation path is the same as the curvature of the start point of the eleventh rotation path; based on the condition that two ends of a connecting line formed by connecting the fifth standard path and the sixth standard path can be directly connected with the current coordinate point and the target coordinate point, the first parking path is the connecting line formed by connecting the fifth standard path and the sixth standard path; and translating the fifth standard path and/or the sixth standard path based on the condition that two ends of a connecting line formed by connecting the fifth standard path and the sixth standard path cannot be directly connected with the current coordinate point and the target coordinate point, and setting a fourth splicing straight line to connect the current coordinate point and the target coordinate point, wherein the first parking path is a combination of the fifth standard path, the sixth standard path and the fourth splicing straight line.
In any of the above technical solutions, further generating the first parking path according to the target coordinate point, the current coordinate point, the steering angle, the minimum turning radius, the maximum clothoid length, and the maximum turning angle includes: based on the condition that the steering angle is larger than 1.5 pi and smaller than or equal to 2 pi, generating a seventh standard path and an eighth standard path according to the steering angle, the minimum turning radius, the maximum clothoid length and the maximum turning angle, wherein the turning angle of the seventh standard path is 0.25 pi, and the turning angle of the eighth standard path is the steering angle minus 0.25 pi; the seventh standard path comprises a thirteenth convolution path, a sixth circular arc path and a fourteenth convolution path, wherein the end point of the thirteenth convolution path is connected with the start point of the sixth circular arc path, the curvature of the end point of the thirteenth convolution path is the same as the curvature of the start point of the sixth circular arc path, the end point of the sixth circular arc path is connected with the start point of the fourteenth convolution path, and the curvature of the end point of the sixth circular arc path is the same as the curvature of the start point of the fourteenth convolution path; the eighth standard path comprises a fifteenth rotation path, a seventh circular arc path and a sixteenth rotation path, wherein the end point of the fifteenth rotation path is connected with the start point of the seventh circular arc path, the curvature of the end point of the fifteenth rotation path is the same as the curvature of the start point of the seventh circular arc path, the end point of the seventh circular arc path is connected with the start point of the sixteenth rotation path, and the curvature of the end point of the seventh circular arc path is the same as the curvature of the start point of the sixteenth rotation path; the curvature of the end point of the fourteenth convolution path is the same as the curvature of the start point of the fifteenth convolution path; based on the condition that two ends of a connecting line formed by connecting the seventh standard path and the eighth standard path can be directly connected with the current coordinate point and the target coordinate point, the first parking path is the connecting line formed by connecting the seventh standard path and the eighth standard path; and translating the seventh standard path and/or the eighth standard path based on the condition that two ends of a connecting line formed by connecting the seventh standard path and the eighth standard path cannot be directly connected with the current coordinate point and the target coordinate point, and setting a fifth splicing straight line to connect the current coordinate point and the target coordinate point, wherein the first parking path is a combination of the seventh standard path, the eighth standard path and the fifth splicing straight line.
In any of the above technical solutions, further, the control method further includes: based on the condition that the first parking path exceeds the standby area, generating a second parking path by utilizing a greedy algorithm with a correction term according to the minimum turning radius, the standby area and the first parking path; and controlling the engineering vehicle to travel to the target coordinate point along the second parking path, and enabling the course angle of the engineering vehicle at the target coordinate point to be the same as the target course angle.
In any of the above technical solutions, further, the generating a second parking path by using a greedy algorithm with a correction term according to the minimum turning radius, the standby area, and the first parking path includes: step 1002, generating a plurality of temporary paths according to the minimum turning radius and the standby area; step 1004, selecting one of a plurality of temporary paths as an executable path by using a greedy algorithm with a correction term; step 1006, controlling the engineering vehicle to travel along the executable path; step 1008, judging whether the pose of the engineering vehicle at the executable path end point is the same as the target pose information, if so, executing step 1014, otherwise, executing step 1010; step 1010, generating a first parking path according to a coordinate point of the engineering vehicle at the end point of the executable path, a target coordinate point, a steering angle, a minimum turning radius, a maximum clothoid length and a maximum turning angle; step 1012, judging whether the first parking path exceeds a standby area, if so, executing step 1002, otherwise, executing step 1014; step 1014, connecting one or more executable paths with the first parking path, or connecting a plurality of executable paths to obtain a second parking path; the cost function of the greedy algorithm with the correction term is as follows: min (omega)1|θdes-θ|+ω2|xdes-x|+ω3Fcorner) (ii) a Wherein, thetadesIs a target course angle, theta is a real-time course angle when the engineering vehicle runs along the temporary path, and xdesIs the abscissa of the target coordinate point, x is the real-time abscissa of the engineering vehicle when traveling along the temporary path, FcornerIs a variable, ω, of value 0 or 11Is a first weight coefficient, ω2Is the second weight coefficient, ω3Is the third weight coefficient.
In any of the above technical solutions, further, the control method further includes: judging whether all the vehicle bodies of the engineering vehicles are positioned in the width range of the target construction area or not based on the condition that the steering angle is 0; if the vehicle body of the engineering vehicle is completely positioned in the width range of the target construction area, controlling the engineering vehicle to run to the target construction area along a straight line; and if the vehicle body of the engineering vehicle is not completely positioned in the width range of the target construction area, matching the current coordinate point and the target coordinate point in a preset path map to obtain a preset path so as to generate a third parking path, and controlling the engineering vehicle to travel to the target coordinate point along the third parking path.
A second aspect of the invention provides a control system of a work vehicle, comprising a memory configured and adapted to store a computer program; a processor configured to be adapted to execute a computer program to implement the control method as provided in any of the above-mentioned technical solutions.
The control system of the engineering vehicle provided by the invention comprises a memory and a processor, and realizes the control method provided in any one of the above technical schemes, so that the control system of the engineering vehicle comprises all the beneficial effects of the control method provided in any one of the above technical schemes.
Specifically, in the process of adjusting the pose of the engineering vehicle, manual participation is not needed, so that the pose of the engineering vehicle can be quickly adjusted in a standby area according to an automatically generated path, unnecessary starting and stopping actions are avoided, the overall energy consumption and the abrasion of vehicle parts are reduced, the locating speed of the engineering vehicle is increased, and the construction efficiency is effectively improved.
A third aspect of the invention provides an engineering vehicle comprising: a vehicle body; a traveling mechanism provided on the vehicle body; according to the control system of the engineering vehicle in the technical scheme, the control system of the engineering vehicle is electrically connected with the traveling mechanism, and the control system of the engineering vehicle is used for controlling the traveling mechanism.
The engineering vehicle provided by the invention comprises a vehicle body, a traveling mechanism and the control system of the engineering vehicle in the technical scheme, so that the engineering vehicle has all the beneficial effects of the control system of the engineering vehicle provided in the technical scheme, and the description is omitted.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
fig. 1 shows a flowchart of a control method of a work vehicle of an embodiment of the invention;
FIG. 2 illustrates a schematic view of a target construction area and a standby area of one embodiment of the present invention;
FIG. 3 illustrates a schematic representation of a work vehicle in preparation for seating in accordance with an embodiment of the present disclosure;
FIG. 4 illustrates another schematic representation of a work vehicle in a ready-to-seat condition in accordance with an embodiment of the present disclosure;
FIG. 5 illustrates yet another schematic representation of a work vehicle of an embodiment of the present disclosure in a ready-to-seat condition;
fig. 6 is a flowchart showing a control method of a working vehicle according to another embodiment of the present invention;
FIG. 7 is a schematic illustration of a work vehicle according to an embodiment of the present disclosure traveling along a first parking path;
FIG. 8 illustrates a first standard path diagram of one embodiment of the present invention;
FIG. 9 illustrates a first parking path diagram of an embodiment of the present invention;
FIG. 10 is a schematic view of another first parking path of an embodiment of the present invention;
FIG. 11 is a schematic view of yet another first parking path in accordance with an embodiment of the present invention;
fig. 12 is a flowchart showing a control method of a working vehicle according to still another embodiment of the invention;
fig. 13 is a schematic view showing a travelable range of the construction vehicle confirmed at the time of generating the second parking path according to the embodiment of the present invention;
FIG. 14 is a schematic diagram illustrating the generation of a temporary path according to one embodiment of the invention;
FIG. 15 illustrates a flow chart for generating a second parking path in accordance with an embodiment of the present invention;
FIG. 16 is a schematic illustration of a work vehicle according to an embodiment of the present invention traveling along a second parking path;
FIG. 17 is another schematic illustration of a work vehicle according to an embodiment of the present invention traveling along a second parking path;
FIG. 18 is yet another schematic illustration of a work vehicle according to an embodiment of the present invention traveling along a second parking path;
FIG. 19 is yet another schematic illustration of a work vehicle according to an embodiment of the present invention traveling along a second parking path;
FIG. 20 is yet another schematic illustration of a work vehicle according to an embodiment of the present invention traveling along a second parking path;
fig. 21 is a flowchart showing a control method of a working vehicle according to still another embodiment of the invention;
FIG. 22 illustrates a flow chart for generating a third parking path in accordance with an embodiment of the present invention;
FIG. 23 is a schematic view of a third parking path in accordance with an embodiment of the present invention;
fig. 24 is a schematic block diagram showing a control system of a working vehicle according to an embodiment of the invention;
FIG. 25 is a flow chart of a method of controlling a roller according to an embodiment of the invention;
FIG. 26 shows a flow chart of a path planning algorithm of a specific embodiment of the present invention;
FIG. 27 illustrates a flow chart of a non-parallel parking path planning method according to an embodiment of the present invention.
Detailed Description
In order that the above objects, features and advantages of the present invention can be more clearly understood, a more particular description of the invention will be rendered by reference to the appended drawings. It should be noted that the embodiments and features of the embodiments of the present application may be combined with each other without conflict.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention, however, the present invention may be practiced in other ways than those specifically described herein, and therefore the scope of the present invention is not limited by the specific embodiments disclosed below.
A control method, a control system, and a work vehicle of a work vehicle provided according to some embodiments of the present invention are described below with reference to fig. 1 to 27.
The first embodiment is as follows:
as shown in fig. 1, in one embodiment of the present invention, there is provided a control method of a work vehicle, including:
s102, acquiring target construction areas and target pose information of the engineering vehicles;
s104, acquiring a standby area adjacent to the target construction area and current pose information of the engineering vehicle;
s106, judging whether the target pose information is consistent with the current pose information, if so, ending, otherwise, executing S108;
s108, determining a steering angle according to the target course angle and the current course angle;
and S110, controlling the engineering vehicle to adjust the pose according to the target pose information, the current pose information and the standby area based on the condition that the steering angle is larger than 0 until the engineering vehicle reaches a target coordinate point, wherein the course angle of the engineering vehicle at the target coordinate point is the same as the target course angle.
In the method for controlling an engineering vehicle according to this embodiment, first, as shown in fig. 2, a target construction area and a standby area of the engineering vehicle are obtained, and after a positioning adjustment range of the engineering vehicle is confirmed, current pose information of the engineering vehicle and target pose information to be achieved are obtained. Wherein, as shown in fig. 3 to 5, the current pose information includes a current coordinate point of the engineering vehicle and a current heading angle θoriCurrent heading angle θoriThe target position and orientation information comprises a target coordinate point and a target course angle theta of the engineering vehicledesTarget heading angle θdesThe included angle between the heading direction of the vehicle head when the vehicle is at the target coordinate point and the preset direction is shown.
And when the current pose information and the target pose information of the engineering vehicle are consistent, the engineering vehicle meets the operation requirement and does not need to be further adjusted. If the current pose information and the target pose information of the engineering vehicle are not consistent, according to the target course angle thetadesAnd the current heading angle thetaoriIf the steering angle beta is larger than 0, the vehicle is controlled to rapidly adjust the pose in the standby area according to the target pose information, the current pose information and the standby area of the engineering vehicle, so that the vehicle rapidly reaches a target coordinate point, and the course angle of the vehicle at the target coordinate point and the target course angle theta are ensureddesThe same is true.
According to the control method of the engineering vehicle, in the process of adjusting the pose of the engineering vehicle, manual participation is not needed, so that the pose of the engineering vehicle can be quickly adjusted according to an automatically generated path, unnecessary starting and stopping actions are avoided, the overall energy consumption and the abrasion of vehicle parts are reduced, the positioning speed of the engineering vehicle is increased, and the construction efficiency is effectively improved.
Example two:
as shown in fig. 6, in one embodiment of the present invention, there is provided a control method of a work vehicle, including:
s602, acquiring target construction areas and target pose information of the engineering vehicles;
s604, acquiring a standby area adjacent to the target construction area and current pose information of the engineering vehicle;
s606, judging whether the target pose information is consistent with the current pose information, if so, ending, otherwise, executing S608;
s608, determining a steering angle according to the target course angle and the current course angle;
s610, converting the target coordinate point, the target course angle, the current coordinate point and the current course angle from the local map coordinate system to a relative coordinate system based on the condition that the steering angle is larger than 0;
s612, acquiring the minimum turning radius of the engineering vehicle, the preset vehicle speed and the time required for reaching the minimum turning radius;
s614, calculating to obtain the length of the maximum clothoid curve which is traveled when the engineering vehicle turns from the current coordinate point to reach the minimum turning radius and the maximum turning angle which is rotated;
s616, generating a first parking path according to the target coordinate point, the current coordinate point, the steering angle, the minimum turning radius, the maximum clothoid length and the maximum turning angle;
s618, judging whether the first parking path exceeds the standby area, if so, ending, otherwise, executing S620;
s620, the coordinates of the first parking path are converted back to a local map coordinate system, the engineering vehicle is controlled to travel to a target coordinate point along the first parking path, and the course angle of the engineering vehicle at the target coordinate point is the same as the target course angle.
In this embodiment, as shown in FIG. 2, the information collected by the mobile base station may be locally basedAnd manually inputting the electronic fence coordinates of the target construction area and the standby area in the map coordinate system to calibrate the target construction area, the standby area and the junction of the two areas of the engineering vehicle. And after confirming the in-place adjustment range of the engineering vehicle, acquiring the current pose information and the target pose information to be reached of the engineering vehicle. Wherein, as shown in fig. 3 to 5, the current pose information includes a current coordinate point of the engineering vehicle and a current heading angle θoriCurrent heading angle θoriThe included angle between the heading direction of the vehicle head when the vehicle is at the current coordinate point and the preset direction is obtained, and the current pose information of the engineering vehicle can be collected by a positioning device, a sensor and other equipment in real time. The target pose information comprises a target coordinate point and a target course angle theta of the engineering vehicledesTarget heading angle θdesThe included angle between the heading direction of the vehicle head when the vehicle is at the target coordinate point and the preset direction is shown. According to the target course angle thetadesAnd the current heading angle thetaoriThe steering angle β of the work vehicle can be determined.
In a specific embodiment, as shown in fig. 3, the engineering vehicle may travel from the center of the standby area to the intersection of the target construction area and the standby area, and the current heading angle θ of the vehicleoriIs 45 degrees, the target course angle theta of the vehicledesIs 0 degrees. As shown in FIG. 4, the engineering vehicle can start from the upper right of the standby area and travel to the boundary of the target construction area and the standby area, and the current heading angle theta of the engineering vehicleoriIs 45 degrees, the target course angle theta of the vehicledesIs 0 degrees. As shown in FIG. 5, the engineering vehicle can drive from the lower right of the standby area to the boundary of the target construction area and the standby area, and the current heading angle theta of the engineering vehicleoriIs 225 degrees, the target course angle theta of the vehicledesIs 0 degrees.
Based on the condition that the steering angle beta is larger than 0, before controlling the vehicle to advance, firstly, a target coordinate point and a target course angle theta are setdesCurrent coordinate point and current course angle thetaoriConverting the current coordinate point into a relative coordinate system which takes the current coordinate point as an origin and the head orientation of the vehicle at the current coordinate point as the positive direction of an X axis from a local map coordinate system, wherein the current head orientation of the vehicle at the current coordinate point is the positive direction of the X axis under the relative coordinate systemCourse angle thetaoriThe use of a relative coordinate system may make the generation of the subsequent path more simple and intuitive. After the coordinate system conversion is completed, the minimum turning radius R of the engineering vehicle is obtainedminThe method comprises the steps of presetting a vehicle speed V and time T required when a vehicle reaches a minimum turning radius, wherein the time T required when the vehicle reaches the minimum turning radius is the time required when a vehicle steering wheel reaches a maximum turning angle.
According to the parameters, the maximum clothoid length L of the engineering vehicle when the engineering vehicle turns from the current coordinate point to reach the minimum turning radius can be calculatedmaxAnd the maximum angle of rotation alpha of the revolutionmaxWherein the maximum clothoid curve length LmaxMaximum turn angle (VT)
Figure BDA0002782452580000121
According to the target coordinate point, the current coordinate point, the steering angle beta and the minimum turning radius RminLength L of maximum clothoid curvemaxAnd the maximum rotation angle alphamaxA first parking path may be generated. As shown in fig. 7, when the first parking path does not exceed the standby area 120, the coordinates of the first parking path may be converted back to the original local map coordinate system, and the engineering vehicle 100 is controlled to travel along the first parking path to the target coordinate point, and the current heading angle θ is setoriAngle theta with target coursedesThe same is true. By generating the first parking path and controlling the engineering vehicle to run along the first parking path, the pose of the vehicle can be adjusted quickly, and compared with manual driving, the total length of the running path when the pose is adjusted and the steering adjustment times in the running process are reduced, so that the energy consumption of the vehicle and the abrasion of parts are reduced.
Further, as shown in fig. 7, a safety boundary 140 is further disposed in the area of the standby area 120, and on the basis of determining whether the first parking path will exceed the standby area 120, it may be further determined whether the first parking path will exceed the safety boundary 140, so as to improve the safety factor in the process of adjusting the pose of the vehicle.
In this embodiment, the first parking path may be generated by calculation based on the case where the target coordinate point is located in the first quadrant of the relative coordinate system, that is, only the first parking path along which the vehicle travels to the left front. When the target coordinate point is located in other quadrants of the relative coordinate system, the target coordinate point is symmetrical to the first quadrant to obtain a symmetrical target coordinate point, a corresponding symmetrical first parking path is generated, and then the symmetrical first parking path is symmetrical to the original quadrant where the target coordinate point is located to obtain the first parking path.
Further, the first parking path may be generated in five cases according to the angle section in which the steering angle β is located.
In one embodiment of the invention, if the steering angle β is greater than 0 and equal to or less than 2 αmaxAccording to the steering angle beta and the maximum clothoid length LmaxAnd the maximum rotation angle alphamaxA first canonical path is generated. Specifically, as shown in fig. 8, the first standard path includes a first convolution path and a second convolution path, and the length of the first convolution path is the same as the length of the second convolution path, both of which are the same
Figure BDA0002782452580000131
The angle of the first turning path from the starting point to the end point is half of the turning angle beta, the curvature of the starting point position of the first turning path is 0, the curvature of the first turning path gradually increases from the starting point position to the end point position, the end point of the first turning path is connected with the starting point of the second turning path, the angle of the second turning path from the starting point to the end point is half of the turning angle beta, the curvature of the end point position of the second turning path is 0, and the curvature of the second turning path gradually decreases from the starting point position to the end point position.
If the head end and the tail end of the first standard path can be directly connected with the current coordinate point and the target coordinate point, the first standard path is the first parking path, and the engineering vehicle can run along the first standard path to reach the target pose. As shown in fig. 9, if the head end and the tail end of the first standard path cannot be directly connected to the current coordinate point and the target coordinate point, the first standard path is translated in the relative coordinate system, and a first splicing straight line is set to connect the target coordinate point and the current coordinate point, where the first parking path is a combination of the first standard path and the first splicing straight line.
In a specific embodiment, as shown in fig. 9, the current coordinate point of the work vehicle is (0, 0), the target coordinate point is (5, 1), the radian corresponding to the steering angle β is 0.2, and the first parking path is a combination of the translated first standard path and the first splicing straight line.
In one embodiment of the invention, if the steering angle β is greater than 2 αmaxAnd less than or equal to 0.75 pi, according to the steering angle beta and the minimum turning radius RminLength L of maximum clothoid curvemaxAnd the maximum rotation angle alphamaxA second canonical path is generated. As shown in fig. 10, the second standard path includes a third convolution path, a first circular arc path, and a fourth convolution path. The angles rotated by the third convolution path and the fourth convolution path are both the maximum rotation angle alphamaxThe length of the third convolution path and the length of the fourth convolution path are both Lmax. The curvature of the starting point of the third rotation path is 0, and the curvature of the end point of the third rotation path is 1/RminThe end point of the third convolution path is connected to the start point of the first circular arc path, and the first circular arc path rotates by an angle beta-2 alphamaxThe curvature of the first circular arc path is 1/R from the starting position to the end positionminThe end point of the first circular arc path is connected with the starting point of the fourth circular path, and the curvature of the starting point of the fourth circular path is 1/RminThe curvature of the end position of the fourth convolution path is 0.
And if the head end and the tail end of the second standard path can be directly connected with the current coordinate point and the target coordinate point, the second standard path is the first parking path, and the engineering vehicle can run along the second standard path to reach the target pose. As shown in fig. 10, if the head end and the tail end of the second standard path cannot be directly connected to the current coordinate point and the target coordinate point, the second standard path is translated in the relative coordinate system, and a second splicing straight line is set to connect the target coordinate point and the current coordinate point, where the first parking path is a combination of the second standard path and the second splicing straight line.
In the specific embodiment, as shown in fig. 10, the current coordinate point of the work vehicle is (0, 0), the target coordinate point is (10, 4), the steering angle β is 0.25 pi, and the first parking path is a combination of the translated second standard path and the second splicing straight line.
In one embodiment of the present invention, if the steering angle β is greater than 0.75 π and less than or equal to π, then the minimum turning radius R is determined according to the steering angle βminLength L of maximum clothoid curvemaxAnd the maximum rotation angle alphamaxAnd generating a third standard path and a fourth standard path. Wherein, the angle of the third standard path is 0.5 pi, and the angle of the fourth standard path is beta-0.5 pi. By matching the two standard paths, the vehicle can still smoothly complete pose adjustment when the steering angle beta is larger.
As shown in fig. 11, the third standard path includes a fifth convolution path, a second circular arc path, and a sixth convolution path. The angles rotated by the fifth convolution path and the sixth convolution path are the maximum rotation angle alphamaxThe length of the fifth convolution path and the length of the sixth convolution path are both Lmax. The curvature of the starting point of the fifth rotation path is 0, and the curvature of the end point of the fifth rotation path is 1/RminThe end point of the fifth convolution path is connected with the start point of the second circular arc path, and the angle of the second circular arc path is 0.5 pi-2 alphamaxThe curvature of the second circular arc path is 1/R from the starting position to the end positionminThe end point of the second circular arc path is connected with the starting point of the sixth circular path, and the curvature of the starting point position of the sixth circular path is 1/RminThe curvature of the end position of the sixth turning path is 0.
As shown in fig. 11, the fourth standard path includes a seventh convolution path, a third circular arc path, and an eighth convolution path. The angles rotated by the seventh rotary path and the eighth rotary path are the maximum rotation angle alphamaxThe length of the seventh convolution path and the length of the eighth convolution path are both Lmax. The curvature of the starting point of the seventh rotation path is 0, and the curvature of the end point of the seventh rotation path is 1/RminThe end point of the seventh convolution path is connected with the start point of the third circular arc path, and the angle of the third circular arc path is beta-0.5 pi-2 alphamaxThe curvature of the third circular arc path is from the starting pointThe final positions are all 1/RminThe end point of the third circular arc path is connected with the starting point of the eighth circular path, and the curvature of the starting point of the eighth circular path is 1/RminThe curvature of the end position of the eighth convolution path is 0.
If two ends of a connecting line formed by connecting the third standard path and the fourth standard path can be directly connected with the current coordinate point and the target coordinate point, the connecting line is the first parking path, and the engineering vehicle can run along the connecting line to achieve the target pose. If the head end and the tail end of the connecting line formed by connecting the third standard path and the fourth standard path cannot be directly connected with the current coordinate point and the target coordinate point, as shown in fig. 11, the third standard path and/or the fourth standard path are translated in a relative coordinate system, a third splicing straight line is set to connect the target coordinate point and the current coordinate point, and at this time, the first parking path is a combination of the third standard path, the fourth standard path and the third splicing straight line.
In a specific embodiment, as shown in fig. 11, the current coordinate point of the work vehicle is (0, 0), the target coordinate point is (6, 2), and the steering angle β is
Figure BDA0002782452580000151
The first parking path is a combination of the translated third standard path, the translated fourth standard path, and the third splicing straight line.
In one embodiment of the present invention, if the steering angle β is greater than π and equal to or less than 1.5 π, then the minimum turning radius R is determined according to the steering angle βminLength L of maximum clothoid curvemaxAnd the maximum rotation angle alphamaxAnd generating a fifth standard path and a sixth standard path. Wherein, the angle of the fifth standard path is 0.75 pi, and the angle of the fourth standard path is beta-0.75 pi. By matching the two standard paths, the vehicle can still smoothly complete pose adjustment when the steering angle beta is larger.
Specifically, the fifth standard path includes a ninth convolution path, a fourth circular arc path, and a tenth convolution path. Wherein, the angles rotated by the ninth rotation path and the tenth rotation path are the maximum rotation angle alphamaxLength of ninth convolution path andthe length of the tenth convolution path is Lmax. The curvature of the starting point of the ninth rotation path is 0, and the curvature of the end point of the ninth rotation path is 1/RminThe terminal point of the ninth convolution path is connected to the start point of the fourth circular arc path, and the angle of the fourth circular arc path is 0.75 pi-2 alphamaxThe curvature of the fourth circular arc path is 1/R from the starting position to the end positionminThe end point of the fourth circular arc path is connected with the start point of the tenth circular path, and the curvature of the start point of the tenth circular path is 1/RminThe curvature of the end position of the tenth rotation path is 0.
The sixth standard path includes an eleventh convolution path, a fifth circular arc path, and a twelfth convolution path. Wherein, the angles rotated by the eleventh rotation path and the twelfth rotation path are the maximum rotation angle alphamaxThe length of the eleventh convolution path and the length of the twelfth convolution path are both Lmax. The curvature of the starting point of the eleventh rotation path is 0, and the curvature of the end point of the eleventh rotation path is 1/RminThe end point of the eleventh convolution path is connected to the start point of the fifth circular arc path, and the angle of rotation of the fifth circular arc path is beta-0.75 pi-2 alphamaxThe curvature of the fifth circular arc path is 1/R from the starting position to the end positionminThe end point of the fifth circular arc path is connected with the start point of the twelfth circular path, and the curvature of the start point of the twelfth circular path is 1/RminThe curvature of the end position of the twelfth convolution path is 0.
If two ends of a connecting line formed by connecting the fifth standard path and the sixth standard path can be directly connected with the current coordinate point and the target coordinate point, the connecting line is the first parking path, and the engineering vehicle can run along the connecting line to achieve the target pose. If the head end and the tail end of a connecting line formed by connecting the fifth standard path and the sixth standard path cannot be directly connected with the current coordinate point and the target coordinate point, the fifth standard path and/or the sixth standard path are translated under a relative coordinate system, a fourth splicing straight line is set to connect the target coordinate point and the current coordinate point, and at the moment, the first parking path is a combination of the fifth standard path, the sixth standard path and the fourth splicing straight line.
In one embodiment of the present invention, if the steering angle β is greater than 1.5 π and less than or equal to 2 π, the minimum turning radius R is determined according to the steering angle βminLength L of maximum clothoid curvemaxAnd the maximum rotation angle alphamaxAnd generating a seventh standard path and an eighth standard path. Wherein, the angle of the seventh standard path is 0.25 pi, and the angle of the eighth standard path is beta-0.25 pi. By matching the two standard paths, the vehicle can still smoothly complete pose adjustment when the steering angle beta is larger.
Specifically, the seventh standard path includes a thirteenth convolution path, a sixth circular arc path, and a fourteenth convolution path. Wherein, the angles rotated by the thirteenth convolution path and the fourteenth convolution path are the maximum rotation angle alphamaxThe length of the thirteenth convolution path and the length of the fourteenth convolution path are both Lmax. The curvature of the starting point of the thirteenth rotation path is 0, and the curvature of the end point of the thirteenth rotation path is 1/RminThe end point of the thirteenth convolution path is connected to the start point of the sixth circular arc path, and the angle of the sixth circular arc path is 0.25 pi-2 alphamaxThe curvature of the sixth circular arc path is 1/R from the starting point position to the end point positionminThe end point of the sixth circular arc path is connected to the start point of the fourteenth circular path, and the curvature of the start point of the fourteenth circular path is 1/RminThe curvature of the end position of the fourteenth convolution path is 0.
The eighth standard path includes a fifteenth convolution path, a seventh circular arc path, and a sixteenth convolution path. The angles rotated by the fifteenth rotation path and the sixteenth rotation path are the maximum rotation angle alphamaxThe length of the fifteenth convolution path and the length of the sixteenth convolution path are both Lmax. The starting point position curvature of the fifteenth rotation path is 0, and the end point position curvature of the fifteenth rotation path is 1/RminThe end point of the fifteenth rotation path is connected with the start point of the seventh circular arc path, and the angle rotated by the seventh circular arc path is beta-0.25 pi-2 alphamaxThe curvature of the seventh circular arc path is 1/R from the starting position to the end positionminThe end point of the seventh circular arc path is connected to the start point of the sixteenth circular pathThe curvature of the starting point of the six-turn path is 1/RminThe curvature of the end position of the sixteenth convolution path is 0.
If two ends of a connecting line formed by connecting the seventh standard path and the eighth standard path can be directly connected with the current coordinate point and the target coordinate point, the connecting line is the first parking path, and the engineering vehicle can run along the connecting line to achieve the target pose. If the head end and the tail end of a connecting line formed by connecting the seventh standard path and the eighth standard path cannot be directly connected with the current coordinate point and the target coordinate point, the seventh standard path and/or the eighth standard path are/is translated under a relative coordinate system, a fifth splicing straight line is set to connect the target coordinate point and the current coordinate point, and at the moment, the first parking path is a combination of the seventh standard path, the eighth standard path and the fifth splicing straight line.
According to the control method of the engineering vehicle, in the process of adjusting the pose of the engineering vehicle, manual participation is not needed, the pose of the engineering vehicle can be quickly adjusted according to the automatically generated path, unnecessary start and stop actions are avoided, the in-place speed of the engineering vehicle is improved, the construction efficiency is effectively improved, the position curvature of the generated first parking path from the path starting point to the path ending point is continuous, vehicle tracking is facilitated, and vehicle part loss caused by rapid direction adjustment of the vehicle in the process of adjusting the pose can be reduced.
Further, when the engineering vehicle is controlled to run along the first parking path, the deviation amount of the route traveled by the engineering vehicle compared with the first parking path is obtained in real time, and if the deviation amount exceeds a preset threshold value, the engineering vehicle is controlled to stop and prompt information is sent out.
Example three:
as shown in fig. 12, in one embodiment of the present invention, there is provided a control method of a work vehicle, including:
s1202, acquiring target construction area and target pose information of the engineering vehicle;
s1204, acquiring a standby area adjacent to the target construction area and current pose information of the engineering vehicle;
s1206, judging whether the target pose information is consistent with the current pose information, if so, ending, otherwise, executing S1208;
s1208, determining a steering angle according to the target course angle and the current course angle;
s1210, converting the target coordinate point, the target course angle, the current coordinate point and the current course angle from the local map coordinate system to a relative coordinate system based on the condition that the steering angle is larger than 0;
s1212, acquiring the minimum turning radius of the engineering vehicle, a preset vehicle speed and the time required for reaching the minimum turning radius;
s1214, calculating the length of the maximum clothoid curve traveled by the engineering vehicle when the engineering vehicle turns from the current coordinate point to the minimum turning radius and the maximum turning angle;
s1216, generating a first parking path according to the target coordinate point, the current coordinate point, the steering angle, the minimum turning radius, the maximum clothoid length and the maximum turning angle;
s1218, judging whether the first parking path exceeds the standby area, if so, executing S1222, otherwise, executing S1220;
s1220, the coordinates of the first parking path are converted back to a local map coordinate system, the engineering vehicle is controlled to travel to a target coordinate point along the first parking path, and the course angle of the engineering vehicle at the target coordinate point is the same as the target course angle;
s1222, generating a second parking path by using a greedy algorithm with a correction term according to the minimum turning radius, the standby area and the first parking path;
and S1224, converting the coordinates of the second parking path back to the local map coordinate system, controlling the engineering vehicle to travel to the target coordinate point along the second parking path, and enabling the course angle of the engineering vehicle at the target coordinate point to be the same as the target course angle.
In any of the above embodiments, further, based on the fact that the first parking path exceeds the standby area, a second parking path is generated by using a greedy algorithm with a correction term according to the minimum turning radius, the standby area and the first parking path; and controlling the engineering vehicle to travel to the target coordinate point along the second parking path, and enabling the course angle of the engineering vehicle at the target coordinate point to be the same as the target course angle.
Due to the limitation of the range of the standby area, when the generated first parking path exceeds the standby area, the first parking path cannot be directly applied to control the engineering vehicle to travel for safety reasons. Therefore, as shown in FIG. 13, the minimum turning radius R is also requiredminAnd a temporary path determined by the standby area to determine a range in which the construction vehicle can travel within the standby area, that is, a hatched portion in fig. 13.
Specifically, as shown in fig. 13, taking the example that the engineering vehicle moves from the current coordinate point a to the target coordinate point C, the first parking path generated by calculation is that the engineering vehicle travels from a to B along a straight line, then travels from B to C along a curved line, and B is located outside the standby area 120, so that the engineering vehicle cannot be controlled to travel by using the first parking path. At this time, according to the minimum turning radius RminA temporary path extending in four directions may be generated, and the hatched portion enclosed by the temporary path and the safety margin 140 is the travelable range of the vehicle.
Further, as shown in fig. 14, generating the second parking path using a greedy algorithm with a correction term according to the minimum turning radius, the standby region, and the first parking path includes:
step 1402, generating a plurality of temporary paths according to the minimum turning radius and the standby area;
step 1404, selecting one of the plurality of temporary paths as an executable path by using a greedy algorithm with a correction term;
step 1406, controlling the engineering vehicle to run along the executable path;
1408, judging whether the pose of the engineering vehicle at the executable route end point is the same as the target pose information, if so, executing 1414, otherwise, executing 1410;
step 1410, generating a first parking path according to a coordinate point of the engineering vehicle at the executable path end point, a target coordinate point, a steering angle, a minimum turning radius, a maximum clothoid length and a maximum turning angle;
step 1412, judging whether the first parking path exceeds the standby area, if so, executing step 1402, otherwise, executing step 1414;
in step 1414, one or more executable paths are connected to the first parking path, or a plurality of executable paths are connected to obtain a second parking path.
Specifically, as shown in fig. 15, after the travelable range is determined based on the provisional route, one of the plurality of provisional routes may be selected as the executable route according to the greedy algorithm with the correction term. Taking the example that the engineering vehicle moves from the current coordinate point D to the target coordinate point F, the first parking path generated by calculation is that the engineering vehicle travels from D to E along a straight line, then travels from E to F along a curved line, and E is located outside the standby area 120, so the engineering vehicle cannot be controlled to travel by using the first parking path. At this time, according to the minimum turning radius RminTemporary paths extending in four directions can be generated, pose information of the vehicle driving to the safety boundary 140 according to the 4 temporary paths is compared with target pose information, and an optimal temporary path can be selected as an executable path according to a greedy algorithm with a correction term. Wherein the executable path is a temporary path 1.
And controlling the engineering vehicle to travel to the position G along the temporary path 1, regenerating the first parking path after the vehicle reaches the position G, and judging whether the new first parking path exceeds the standby area 120. And if the target coordinate point is exceeded, generating 4 new temporary paths at the position G, selecting a new optimal temporary path as a new executable path, controlling the vehicle to travel along the new executable path, and repeating the process until the engineering vehicle reaches the target coordinate point and the course angle reaches the target course angle.
Further, the cost function of the greedy algorithm with the correction term is: min (omega)1|θdes-θ|+ω2|xd2s-x|+ω3Fcorner) Wherein, thetadesIs a target course angle, theta is a real-time course angle when the engineering vehicle runs along the temporary path, and xdesIs the abscissa of the target coordinate point, x is the real-time abscissa of the engineering vehicle when traveling along the temporary path, FcornerIs a variable, ω, of value 0 or 11Is a first weight coefficient, ω2Is the second weight coefficient, ω3Is the third weight coefficient.
Specifically, a first term of a cost function of the greedy algorithm with the correction term represents the difference between the real-time course angle and the target course angle when the engineering vehicle runs along the temporary path, and is the term with the highest priority in the cost function, and when the function is executed, the temporary path which enables the difference of the course angles to be reduced at the highest speed is preferentially selected as the executable path. And the second term of the function is a correction term and represents the difference value between the real-time abscissa and the abscissa of the target coordinate point when the engineering vehicle runs along the temporary path, and when the difference values between the real-time course angles and the target course angles of the plurality of temporary paths are close to each other, the smallest difference value between the real-time abscissa of the temporary path and the abscissa of the target coordinate point is selected. The third term of the function is also a correction term, where FcornerIs a variable having a value of 0 or 1, when FcornerWhen it is 1, it means that the construction vehicle will travel to the corner of the waiting area, and when FcornerWhen the value is 0, the engineering vehicle cannot run to the corner of the standby area, and the situation that the vehicle enters the corner of the machine area in the process of adjusting the pose can be avoided. ω in function1、ω2And ω3The weight coefficients are adjustable corresponding to each item, and before the second parking path is generated, an operator can flexibly set the values of the weight coefficients according to the specific adjustment requirement of the vehicle.
As shown in fig. 16 to 20, after the coordinates of the second parking route are converted back to the local map coordinate system, the engineering vehicle 100 is controlled to travel along the second parking route within the safety boundary 140 of the standby area 120, and the pose of the engineering vehicle can be quickly adjusted to the current heading angle θoriAngle theta with target coursedesThe method has the advantages that the dead angle of the vehicle entering the standby area can be avoided, the energy consumption and the part abrasion of the engineering vehicle are reduced, meanwhile, the engineering vehicle can be prevented from leaving the standby area, and the potential safety hazard is reduced.
Further, when the engineering vehicle is controlled to run along the second parking path, the deviation amount of the route traveled by the engineering vehicle compared with the second parking path is obtained in real time, and if the deviation amount exceeds a preset threshold value, the engineering vehicle is controlled to stop and prompt information is sent out.
Example four:
as shown in fig. 21, in one embodiment of the present invention, there is provided a control method of a work vehicle, including:
s2102, acquiring target construction area and target pose information of the engineering vehicle;
s2104, a standby area adjacent to the target construction area and current pose information of the engineering vehicle are obtained;
s2106, judging whether the target pose information is consistent with the current pose information, if so, ending, otherwise, executing S2108;
s2108, determining a steering angle according to the target course angle and the current course angle;
s2110, judging whether the steering angle is larger than 0, if so, executing S2112, otherwise, executing S2114;
s2112, controlling the engineering vehicle to adjust the pose according to the target pose information, the current pose information and the standby area until the current course angle is the same as the target course angle;
s2114, judging whether all the bodies of the engineering vehicles are positioned in the width range of the target construction area, if so, executing S2116, otherwise, executing S2118;
s2116, controlling the engineering vehicle to travel to a target construction area along a straight line;
and S2118, matching the current coordinate point and the target coordinate point in a preset path map to obtain a preset path so as to generate a third parking path, and controlling the engineering vehicle to travel to the target coordinate point along the third parking path.
In any of the above embodiments, when the current heading angle of the engineering vehicle is the same as the target heading angle, it is determined whether the vehicle body of the engineering vehicle is located within the width range of the target construction area, and if the determination result is yes, the engineering vehicle can directly travel along a straight line to the target construction area without any steering operation. If the judgment result is negative, the situation that the position of the engineering vehicle needs to be further adjusted is shown, and a third parking path can be generated according to the preset path obtained by matching the current coordinate point and the target coordinate point of the vehicle in the preset path map. The preset map comprises a plurality of preset paths, starting points of the plurality of preset paths are all current coordinate points of the engineering vehicle, and one appointed ordinate value corresponds to one of the preset paths. And controlling the vehicle to travel to the target coordinate point along the third path, and enabling the current course angle to be the same as the target course angle. The whole adjusting process does not need manual participation, the engineering vehicle can be quickly put in place according to the automatically generated third parking path, the construction efficiency is improved, and the overall energy consumption and the part abrasion of the vehicle are reduced.
Further, as shown in fig. 22, obtaining a preset path according to the matching of the current coordinate point and the target coordinate point in the preset path map to generate a third parking path includes:
s2202, setting the execution times of the preset path as 1;
s2204, setting a temporary parking width, wherein the temporary parking width is the ratio of the ordinate of the target coordinate point to the execution times of the preset path;
s2206, matching in a preset path map to obtain a preset path with the end point vertical coordinate closest to the temporary parking width;
s2208, judging whether the abscissa of the preset path end point is smaller than the abscissa of the target coordinate point, if so, executing S2212, otherwise, executing S2210;
s2210, increasing the execution times of the preset path by 1, and executing S2204;
and S2212, executing the preset path according to the execution times of the preset path to generate a third parking path.
Specifically, when a preset path is matched, firstly, setting an initial value of the execution times of the preset path as 1, setting a temporary parking width according to the ratio of the ordinate of a target coordinate point to the execution times of the preset path, matching a preset path corresponding to the temporary parking width in a preset map according to the temporary parking width, and then judging whether the abscissa of the preset path end point is smaller than the abscissa of the target coordinate point. If the judgment result is yes, the preset path does not exceed the standby area, and at this time, the third parking path can be generated by executing the path 1 time. If the judgment result is negative, the preset path is beyond the standby area, the vehicle is directly controlled to run along the preset path to bring potential safety hazards, at the moment, the temporary parking width is halved, correspondingly, the execution times of the preset path are increased to 2, then a new preset path corresponding to the halved temporary parking width can be obtained in the preset map in a matching mode, and whether the abscissa of the new preset path end point is smaller than the abscissa of the target coordinate point is judged. And repeating the steps, if the temporary parking depth is divided into N equal parts to obtain a preset path in the standby area, executing the preset path for N times to generate a third parking path.
In the specific embodiment, as shown in fig. 23, the current coordinate point of the engineering vehicle is (10, 2.5), the target coordinate point is (8, 10), and after the preset path corresponding to the halved temporary parking depth is obtained by matching in the preset map, the preset path is executed for 2 times to form the third parking path.
Further, when the engineering vehicle is controlled to run along the third parking path, the deviation amount of the route traveled by the engineering vehicle compared with the third parking path is obtained in real time, and if the deviation amount exceeds a preset threshold value, the engineering vehicle is controlled to stop and prompt information is sent out.
Example five:
as shown in fig. 24, in one embodiment of the present invention, there is provided a control system 200 of a work vehicle, including a memory 202 and a processor 204; the memory 202 is configured and adapted to store a computer program; the processor 204 is configured as being adapted to execute a computer program to implement the control method as provided in any of the embodiments described above.
In this embodiment, the control system 200 of the work vehicle includes the memory 202 and the processor 204, and thereby implements the control method provided in any of the embodiments described above, and therefore, the control system 200 of the work vehicle includes all the advantageous effects of the control method provided in any of the embodiments described above.
Specifically, in the process of adjusting the pose of the engineering vehicle, manual participation is not needed, so that the pose of the engineering vehicle can be quickly adjusted in a standby area according to an automatically generated path, unnecessary starting and stopping actions are avoided, the overall energy consumption and the abrasion of vehicle parts are reduced, the locating speed of the engineering vehicle is increased, and the construction efficiency is effectively improved.
Example six:
in an embodiment of the present invention, further, there is provided a working vehicle including a vehicle body, a traveling mechanism, and the control system 200 of the working vehicle in the above-described embodiment. The traveling mechanism is disposed on the vehicle body, the control system 200 of the construction vehicle is electrically connected to the traveling mechanism, and the control system 200 of the construction vehicle is used to control the traveling mechanism.
The construction vehicle provided in the present embodiment includes a vehicle body, a travel mechanism, and the control system 200 of the construction vehicle in the above-described embodiment. Therefore, the engineering vehicle has all the advantages of the control system 200 of the engineering vehicle provided in the above embodiments, and will not be described herein again.
The specific embodiment is as follows:
as shown in fig. 25, in an embodiment of the present invention, further, for example, the operation steps of controlling the position of the roller are as follows:
1) manually inputting electronic fence coordinates representing a standby area and a target construction area, a target coordinate point of a road roller and a target course angle into a path planning algorithm;
2) the controller collects a current coordinate point and a current course angle of the road roller and automatically inputs the current coordinate point and the current course angle into a path planning algorithm;
3) calculating a positioning path according to a path planning algorithm;
4) issuing a positioning path to a road roller controller;
5) the controller controls the road roller to move forward, backward, turn and stop so that the road roller moves along a positioning path;
6) the controller judges whether the position and the course angle of the road roller reach a target coordinate point and a target course angle or not, if so, the parking is finished, otherwise, the deviation of the road roller from the in-position path is judged;
7) if the deviation exceeds a specified threshold value, stopping the vehicle, finishing after outputting a deviation prompt, and if the deviation is within the specified threshold value, continuing to travel according to the in-position path until the road roller reaches a target coordinate point and a target course angle.
Specifically, as shown in fig. 26, the path planning algorithm is as follows:
1) firstly, judging whether the current pose of the road roller is within a safety boundary of a standby area, wherein the current pose is a steering outflow space margin, and if the road roller is not within the safety boundary, prompting a driver to move the road roller until the pose of the road roller is within the safety boundary;
2) when the road roller is within the safety boundary, judging whether the current pose of the road roller is coincident with the target pose, if so, stopping the algorithm without planning the path, otherwise, continuing to plan the path according to the current pose information and the target pose information;
3) when the current pose of the road roller is not coincident with the target pose, judging whether the current heading angle is equal to the target heading angle, if not, calling a non-parallel parking path planning method to generate a section of path until the road roller is driven to the target pose or a safety boundary, cutting off the path and returning to the step 2), if so, continuing judging whether the vehicle body of the road roller is completely within the width range of the target construction area, if so, directly opening the road roller to the junction of the standby area and the target construction area, stopping the algorithm, otherwise, calling a parallel parking path planning method to generate the path, adopting multiple times of parallel parking until the road roller reaches the target pose, and stopping the algorithm.
In the path planning algorithm, in order to ensure the curvature continuity of the path, each section of the planned path is obtained by splicing a clothoid, an arc with the radius being the minimum turning radius of the road roller and a straight line.
Further, as shown in fig. 27, the non-parallel parking path planning method is as follows:
1) converting the current pose and the target pose in the local map coordinate system into a relative coordinate system with the current coordinate point as an origin;
2) generating a collision-free path (i.e. a first parking path) without considering the space constraint according to the target pose;
3) judging whether the collision-free path is located in a standby area, if so, taking the collision-free path as a final actual path, otherwise, generating an executable path (namely a second parking path) within the current executable (travelable) range of the road roller according to a greedy algorithm with a correction term, and taking the executable path as the actual path;
4) and the actual path is converted back to the local map coordinate system.
Further, the parallel parking path planning method comprises the following steps:
1) judging whether one-time parallel parking is in place or not according to the difference value of the horizontal coordinates of the current coordinate point and the target coordinate point of the road roller;
2) if the parallel parking can be carried out for one time, the road roller is put in place in parallel, otherwise, the difference value is halved, the step 1 is returned, if the halved difference value still cannot meet the parallel parking requirement, the difference value is continuously divided into N equal parts, and finally, the road roller is put in place through N times of parallel parking.
In the specific embodiment, the road roller is controlled to be in place through the in-place path calculated according to the path planning algorithm, the path of the road roller in place is optimized, energy consumption and abrasion are reduced, whether the road roller enters a dead angle or not can be judged in advance, the working difficulty of a driver is reduced, and the construction efficiency is improved.
In the description of the present invention, the terms "plurality" or "a plurality" refer to two or more, and unless otherwise specifically defined, the terms "upper", "lower", and the like indicate orientations or positional relationships based on the orientations or positional relationships illustrated in the drawings, and are only for convenience in describing the present invention and simplifying the description, but do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present invention; the terms "connected," "mounted," "secured," and the like are to be construed broadly and include, for example, fixed connections, removable connections, or integral connections; may be directly connected or indirectly connected through an intermediate. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the description of the present invention, the description of the terms "one embodiment," "some embodiments," "specific embodiments," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In the present invention, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (11)

1. A control method of a work vehicle, characterized by comprising:
acquiring a target construction area and target pose information of the engineering vehicle, wherein the target pose information comprises a target coordinate point and a target course angle of the engineering vehicle;
acquiring a standby area adjacent to the target construction area and current pose information of the engineering vehicle, wherein the current pose information comprises a current coordinate point and a current course angle of the engineering vehicle;
judging whether the target pose information is consistent with the current pose information;
determining a steering angle according to the target course angle and the current course angle based on the condition that the judgment result is negative;
based on the condition that the steering angle is larger than 0, controlling the engineering vehicle to adjust the pose according to the target pose information, the current pose information and the standby area until the engineering vehicle reaches the target coordinate point, wherein the course angle of the engineering vehicle at the target coordinate point is the same as the target course angle;
the controlling the engineering vehicle to adjust the pose according to the target pose information, the current pose information and the standby area until the engineering vehicle reaches the target coordinate point, and the course angle of the engineering vehicle at the target coordinate point is the same as the target course angle, comprising:
converting the target coordinate point, the target course angle, the current coordinate point and the current course angle from a local map coordinate system to a relative coordinate system;
the origin of the relative coordinate system is the current coordinate point, and the current course angle is zero in the relative coordinate system;
acquiring the minimum turning radius of the engineering vehicle, a preset vehicle speed and the time required for reaching the minimum turning radius, and calculating to obtain the length of the maximum clothoid curve traveled by the engineering vehicle when the engineering vehicle turns from the current coordinate point to reach the minimum turning radius and the maximum turning angle;
generating a first parking path according to the target coordinate point, the current coordinate point, the steering angle, the minimum turning radius, the maximum clothoid length and the maximum turning angle;
judging whether the first parking path exceeds the standby area or not;
based on the condition that the first parking path does not exceed the standby area, the coordinate of the first parking path is converted back to the local map coordinate system, the engineering vehicle is controlled to travel to the target coordinate point along the first parking path, and the heading angle of the engineering vehicle at the target coordinate point is the same as the target heading angle;
the generating a first parking path according to the target coordinate point, the current coordinate point, the steering angle, the minimum turning radius, the maximum clothoid length, and the maximum turning angle includes:
based on the condition that the steering angle is larger than 0 and smaller than or equal to 2 times of the maximum rotation angle, generating a first standard path according to the steering angle, the maximum clothoid length and the maximum rotation angle;
the first standard path comprises a first convolution path and a second convolution path, the end point of the first convolution path is connected with the start point of the second convolution path, and the curvature of the end point of the first convolution path is the same as the curvature of the start point of the second convolution path;
based on the condition that two ends of the first standard path can be directly connected with the current coordinate point and the target coordinate point, the first parking path is the first standard path;
and translating the first standard path based on the condition that two ends of the first standard path cannot be directly connected with the current coordinate point and the target coordinate point, and setting a first splicing straight line to connect the current coordinate point and the target coordinate point, wherein the first parking path is a combination of the first standard path and the first splicing straight line.
2. The control method of a work vehicle according to claim 1, characterized by comprising:
when the target coordinate point is located in a first quadrant of the relative coordinate system, directly generating the first parking path in the first quadrant;
and when the target coordinate point is positioned in other quadrants of the relative coordinate system, the target coordinate point is symmetrical to the first quadrant to obtain a symmetrical target coordinate point, a symmetrical first parking path is generated according to the symmetrical target coordinate point, and the symmetrical first parking path is symmetrical to the original quadrant where the target coordinate point is positioned to obtain the first parking path.
3. The control method of a construction vehicle according to claim 1, wherein said generating a first parking path from said target coordinate point, said current coordinate point, said steering angle, said minimum turning radius, said maximum clothoid length, and said maximum turning angle includes:
based on the situation that the steering angle is larger than 2 times of the maximum turning angle and is smaller than or equal to 0.75 pi, generating a second standard path according to the steering angle, the minimum turning radius, the maximum clothoid length and the maximum turning angle;
the second standard path comprises a third circular path, a first circular path and a fourth circular path, wherein the end point of the third circular path is connected with the start point of the first circular path, the end point curvature of the third circular path is the same as the start point curvature of the first circular path, the end point of the first circular path is connected with the start point of the fourth circular path, and the end point curvature of the first circular path is the same as the start point curvature of the fourth circular path;
based on the condition that two ends of the second standard path can be directly connected with the current coordinate point and the target coordinate point, the first parking path is the second standard path;
and translating the second standard path based on the condition that two ends of the second standard path cannot be directly connected with the current coordinate point and the target coordinate point, and setting a second splicing straight line to connect the current coordinate point and the target coordinate point, wherein the first parking path is a combination of the second standard path and the second splicing straight line.
4. The control method of a construction vehicle according to claim 1, wherein said generating a first parking path from said target coordinate point, said current coordinate point, said steering angle, said minimum turning radius, said maximum clothoid length, and said maximum turning angle includes:
based on the condition that the steering angle is larger than 0.75 pi and smaller than or equal to pi, generating a third standard path and a fourth standard path according to the steering angle, the minimum turning radius, the maximum clothoid length and the maximum turning angle, wherein the angle turned by the third standard path is 0.5 pi, and the angle turned by the fourth standard path is the steering angle minus 0.5 pi;
the third standard path comprises a fifth circular path, a second circular path and a sixth circular path, wherein the end point of the fifth circular path is connected with the start point of the second circular path, the end point curvature of the fifth circular path is the same as the start point curvature of the second circular path, the end point of the second circular path is connected with the start point of the sixth circular path, and the end point curvature of the second circular path is the same as the start point curvature of the sixth circular path;
the fourth standard path comprises a seventh circular path, a third circular path and an eighth circular path, wherein the end point of the seventh circular path is connected with the starting point of the third circular path, the curvature of the end point of the seventh circular path is the same as the curvature of the starting point of the third circular path, the end point of the third circular path is connected with the starting point of the eighth circular path, and the curvature of the end point of the third circular path is the same as the curvature of the starting point of the eighth circular path;
the curvature of the end point of the sixth convolution path is the same as the curvature of the start point of the seventh convolution path;
based on the condition that two ends of a connecting line formed by connecting the third standard path and the fourth standard path can be directly connected with the current coordinate point and the target coordinate point, the first parking path is a connecting line formed by connecting the third standard path and the fourth standard path;
and translating the third standard path and/or the fourth standard path and setting a third splicing straight line to connect the current coordinate point and the target coordinate point based on the condition that two ends of a connecting line formed by connecting the third standard path and the fourth standard path cannot be directly connected with the current coordinate point and the target coordinate point, wherein the first parking path is a combination of the third standard path, the fourth standard path and the third splicing straight line.
5. The control method of a construction vehicle according to claim 1, wherein said generating a first parking path from said target coordinate point, said current coordinate point, said steering angle, said minimum turning radius, said maximum clothoid length, and said maximum turning angle includes:
based on the condition that the steering angle is larger than pi and smaller than or equal to 1.5 pi, generating a fifth standard path and a sixth standard path according to the steering angle, the minimum turning radius, the maximum clothoid length and the maximum turning angle, wherein the angle turned by the fifth standard path is 0.75 pi, and the angle turned by the sixth standard path is the steering angle minus 0.75 pi;
the fifth standard path comprises a ninth circular path, a fourth circular path and a tenth circular path, wherein the end point of the ninth circular path is connected with the start point of the fourth circular path, the end point curvature of the ninth circular path is the same as the start point curvature of the fourth circular path, the end point of the fourth circular path is connected with the start point of the tenth circular path, and the end point curvature of the fourth circular path is the same as the start point curvature of the tenth circular path;
the sixth standard path comprises an eleventh convolution path, a fifth circular arc path and a twelfth convolution path, wherein the end point of the eleventh convolution path is connected with the start point of the fifth circular arc path, the end point curvature of the eleventh convolution path is the same as the start point curvature of the fifth circular arc path, the end point of the fifth circular arc path is connected with the start point of the twelfth convolution path, and the end point curvature of the fifth circular arc path is the same as the start point curvature of the twelfth convolution path;
the curvature of the end point of the tenth convolution path is the same as the curvature of the start point of the eleventh convolution path;
based on the condition that two ends of a connecting line formed by connecting the fifth standard path and the sixth standard path can be directly connected with the current coordinate point and the target coordinate point, the first parking path is the connecting line formed by connecting the fifth standard path and the sixth standard path;
and translating the fifth standard path and/or the sixth standard path and setting a fourth splicing straight line to connect the current coordinate point and the target coordinate point based on the condition that two ends of a connecting line formed by connecting the fifth standard path and the sixth standard path cannot be directly connected with the current coordinate point and the target coordinate point, wherein the first parking path is a combination of the fifth standard path, the sixth standard path and the fourth splicing straight line.
6. The control method of a construction vehicle according to claim 1, wherein said generating a first parking path from said target coordinate point, said current coordinate point, said steering angle, said minimum turning radius, said maximum clothoid length, and said maximum turning angle includes:
generating a seventh standard path and an eighth standard path according to the steering angle, the minimum turning radius, the maximum clothoid length and the maximum turning angle on the basis of the condition that the steering angle is greater than 1.5 pi and less than or equal to 2 pi, wherein the angle of rotation of the seventh standard path is 0.25 pi, and the angle of rotation of the eighth standard path is the steering angle minus 0.25 pi;
the seventh standard path comprises a thirteenth convolution path, a sixth circular arc path and a fourteenth convolution path, wherein an end point of the thirteenth convolution path is connected with a start point of the sixth circular arc path, an end point curvature of the thirteenth convolution path is the same as a start point curvature of the sixth circular arc path, an end point of the sixth circular arc path is connected with a start point of the fourteenth convolution path, and an end point curvature of the sixth circular arc path is the same as a start point curvature of the fourteenth convolution path;
the eighth standard path comprises a fifteenth rotation path, a seventh circular arc path and a sixteenth rotation path, wherein an end point of the fifteenth rotation path is connected with a start point of the seventh circular arc path, a curvature of the end point of the fifteenth rotation path is the same as a curvature of the start point of the seventh circular arc path, the end point of the seventh circular arc path is connected with the start point of the sixteenth rotation path, and a curvature of the end point of the seventh circular arc path is the same as a curvature of the start point of the sixteenth rotation path;
the end point curvature of the fourteenth convolution path is the same as the start point curvature of the fifteenth convolution path;
based on the condition that two ends of a connecting line formed by connecting the seventh standard path and the eighth standard path can be directly connected with the current coordinate point and the target coordinate point, the first parking path is a connecting line formed by connecting the seventh standard path and the eighth standard path;
and translating the seventh standard path and/or the eighth standard path and setting a fifth splicing straight line to connect the current coordinate point and the target coordinate point based on the condition that two ends of a connecting line formed by connecting the seventh standard path and the eighth standard path cannot be directly connected with the current coordinate point and the target coordinate point, wherein the first parking path is a combination of the seventh standard path, the eighth standard path and the fifth splicing straight line.
7. The control method of a work vehicle according to any one of claims 1 to 6, characterized by further comprising:
based on the condition that the first parking path exceeds the standby area, generating a second parking path by utilizing a greedy algorithm with a correction term according to the minimum turning radius, the standby area and the first parking path;
and controlling the engineering vehicle to travel to the target coordinate point along the second parking path, and enabling the course angle of the engineering vehicle at the target coordinate point to be the same as the target course angle.
8. The method according to claim 7, wherein the generating a second parking path using a greedy algorithm with a correction term according to the minimum turning radius and the standby area includes:
step 1002, generating a plurality of temporary paths according to the minimum turning radius and the standby area;
step 1004, selecting one of the temporary paths as an executable path by using a greedy algorithm with a correction term;
step 1006, controlling the engineering vehicle to travel along the executable path;
step 1008, judging whether the pose of the engineering vehicle at the executable path end point is the same as the target pose information, if so, executing step 1014, otherwise, executing step 1010;
step 1010, generating a first parking path according to a coordinate point of the engineering vehicle at the executable path end point, the target coordinate point, the steering angle, the minimum turning radius, the maximum clothoid length and the maximum turning angle;
step 1012, judging whether the first parking path exceeds the standby area, if so, executing step 1002, otherwise, executing step 1014;
step 1014, connecting one or more executable paths with the first parking path, or connecting a plurality of executable paths to obtain a second parking path;
the cost function of the greedy algorithm with the correction term is as follows:
min(ω1|θdes-θ|+ω2|xdes-x|+ω3Fcorner)；
wherein, thetadesIs a target course angle, theta is a real-time course angle of the engineering vehicle when the engineering vehicle runs along the temporary path, xdesIs the abscissa of the target coordinate point, x is the real-time abscissa of the engineering vehicle when traveling along the temporary path, FcornerIs a variable, ω, of value 0 or 11Is a first weight coefficient, ω2Is the second weight coefficient, ω3Is the third weight coefficient.
9. The control method of a work vehicle according to claim 1, characterized by further comprising:
judging whether all the bodies of the engineering vehicles are positioned in the width range of the target construction area or not based on the condition that the steering angle is 0;
if the body of the engineering vehicle is completely positioned in the width range of the target construction area, controlling the engineering vehicle to run to the target construction area along a straight line;
and if the body of the engineering vehicle is not completely located in the width range of the target construction area, matching the current coordinate point and the target coordinate point in a preset path map to obtain a preset path so as to generate a third parking path, and controlling the engineering vehicle to travel to the target coordinate point along the third parking path.
10. A control system of a work vehicle, characterized by comprising:
a memory configured to be adapted to store a computer program;
a processor configured to be adapted to execute the computer program to implement the control method of the work vehicle according to any one of claims 1 to 9.
11. A work vehicle, characterized by comprising:
a vehicle body;
a travel mechanism provided on the vehicle body;
the control system of the work vehicle according to claim 10, wherein the control system of the work vehicle is electrically connected to the traveling mechanism, and the control system of the work vehicle is used for controlling the traveling mechanism.
CN202011286256.5A 2020-11-17 2020-11-17 Control method and control system of engineering vehicle and engineering vehicle Active CN112389465B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202011286256.5A CN112389465B (en) 2020-11-17 2020-11-17 Control method and control system of engineering vehicle and engineering vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202011286256.5A CN112389465B (en) 2020-11-17 2020-11-17 Control method and control system of engineering vehicle and engineering vehicle

Publications (2)

Publication Number Publication Date
CN112389465A CN112389465A (en) 2021-02-23
CN112389465B true CN112389465B (en) 2022-03-18

Family

ID=74600524

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202011286256.5A Active CN112389465B (en) 2020-11-17 2020-11-17 Control method and control system of engineering vehicle and engineering vehicle

Country Status (1)

Country Link
CN (1) CN112389465B (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114281021A (en) * 2021-12-27 2022-04-05 山河智能装备股份有限公司 Engineering equipment control method and system for guiding pile fixing hole points and engineering equipment

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106945662A (en) * 2017-03-30 2017-07-14 重庆大学 A kind of vertical automatic parking paths planning method and system
CN109606354A (en) * 2018-10-18 2019-04-12 同济大学 A kind of automatic parking method and auxiliary system based on hierarchical planning
CN110696818A (en) * 2019-10-12 2020-01-17 深圳市布谷鸟科技有限公司 Automatic parking method and system based on optimal path
CN111497829A (en) * 2020-04-14 2020-08-07 浙江吉利汽车研究院有限公司 Full-automatic parking path determination method, device, equipment and storage medium
EP3693230A1 (en) * 2017-10-05 2020-08-12 Nissan Motor Co., Ltd. Parking control method and parking control device
CN111547066A (en) * 2020-04-27 2020-08-18 中汽研(天津)汽车信息咨询有限公司 Vehicle trajectory tracking method, device, equipment and storage medium
CN111619552A (en) * 2020-05-26 2020-09-04 三一专用汽车有限责任公司 Autonomous parking system and method for engineering vehicle suitable for construction area
CN111764235A (en) * 2020-06-19 2020-10-13 三一汽车制造有限公司 Engineering machinery turning control method, engineering machinery and computer equipment

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005058809A1 (en) * 2005-12-09 2007-06-14 Hella Kgaa Hueck & Co. path planning
KR100974704B1 (en) * 2007-04-30 2010-08-06 현대자동차주식회사 Parking Guidance Method for Vehicle
US8890716B2 (en) * 2010-06-11 2014-11-18 Nissan Motor Co., Ltd. Parking assist apparatus and method
KR101512784B1 (en) * 2013-09-10 2015-04-17 한양대학교 산학협력단 Automatic parking assistant method integrated path generation and steering control and Automatic parking assistant system for the same method
JP6067634B2 (en) * 2014-09-12 2017-01-25 アイシン精機株式会社 Parking assistance device and route determination method
MX370048B (en) * 2015-06-19 2019-11-29 Nissan Motor Parking assistance device and parking assistance method.
CN109195845B (en) * 2016-05-31 2022-01-07 本田技研工业株式会社 Vehicle control system, vehicle control method, and storage medium
US10793190B2 (en) * 2016-08-31 2020-10-06 Honda Motor Co., Ltd. Assist device for pulling out of parking spot
US10906549B2 (en) * 2018-12-07 2021-02-02 Nio Usa, Inc. Systems and methods of autonomously controlling vehicle lane change maneuver
CN109733384B (en) * 2018-12-25 2021-04-30 科大讯飞股份有限公司 Parking path setting method and system
WO2020144171A1 (en) * 2019-01-07 2020-07-16 Zenuity Ab Motion planning for a vehicle
JP7212556B2 (en) * 2019-03-15 2023-01-25 日立Astemo株式会社 vehicle controller

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106945662A (en) * 2017-03-30 2017-07-14 重庆大学 A kind of vertical automatic parking paths planning method and system
EP3693230A1 (en) * 2017-10-05 2020-08-12 Nissan Motor Co., Ltd. Parking control method and parking control device
CN109606354A (en) * 2018-10-18 2019-04-12 同济大学 A kind of automatic parking method and auxiliary system based on hierarchical planning
CN110696818A (en) * 2019-10-12 2020-01-17 深圳市布谷鸟科技有限公司 Automatic parking method and system based on optimal path
CN111497829A (en) * 2020-04-14 2020-08-07 浙江吉利汽车研究院有限公司 Full-automatic parking path determination method, device, equipment and storage medium
CN111547066A (en) * 2020-04-27 2020-08-18 中汽研(天津)汽车信息咨询有限公司 Vehicle trajectory tracking method, device, equipment and storage medium
CN111619552A (en) * 2020-05-26 2020-09-04 三一专用汽车有限责任公司 Autonomous parking system and method for engineering vehicle suitable for construction area
CN111764235A (en) * 2020-06-19 2020-10-13 三一汽车制造有限公司 Engineering machinery turning control method, engineering machinery and computer equipment

Non-Patent Citations (3)

* Cited by examiner, † Cited by third party
Title
基于库位跟踪的自动泊车决策规划系统;熊璐等;《汽车技术》;20180717(第08期);第21~29页 *
基于模糊算法的无人驾驶压路机自动碾压控制;卞永明等;《同济大学学报(自然科学版)》;20171231(第12期);第104~112页 *
自动泊车系统关键技术研究;王晓彤;《中国优秀硕士学位论文全文数据库 工程科技II辑》;20201115(第11期);第21~43页 *

Also Published As

Publication number Publication date
CN112389465A (en) 2021-02-23

Similar Documents

Publication Publication Date Title
Vorobieva et al. Automatic parallel parking in tiny spots: Path planning and control
US8371405B2 (en) Auto-seek electrical connection for a plug-in hybrid electric vehicle
CN108725585B (en) Trajectory tracking control method and device for autonomous parking of vehicle
US8099214B2 (en) Path planning for autonomous parking
CN109017793B (en) Autonomous parking navigation and control method based on front-rear axis fusion reference
JP5983248B2 (en) Parking assistance device
JP5712097B2 (en) Control device for autonomous vehicle
US8229645B2 (en) Automatic parking system for vehicle
CN111731269B (en) Automatic parking path planning method and system
CN112389465B (en) Control method and control system of engineering vehicle and engineering vehicle
JP2003507263A (en) Method and apparatus for assisting car parking
JP6498627B2 (en) Control device for autonomous vehicle
CN102741109A (en) Method and controller for determining an intersection trajectory of a curve section of a roadway
CN108640040A (en) A kind of pose adjusts path planing method of intelligent forklift
Vorobieva et al. Automatic parallel parking with geometric continuous-curvature path planning
CN103158703A (en) Control method for parallel parking
KR20120054879A (en) Method for planing collision avoidance path of car-like mobile robot and parking assist system using the same
JP2005014778A (en) Vehicular travel support device
CN112172799A (en) Narrow vertical parking path planning method
CN112512886A (en) Driver assistance system and method for automatic steering by repeating a manually driven travel path taking into account a deviating target position and/or a target orientation
CN113419534A (en) Bezier curve-based steering road section path planning method
CN113686344A (en) Agricultural machinery coverage path planning method
JP3362569B2 (en) Vehicle guidance device
JP2005035499A (en) Traveling support device for vehicle
CN111619699A (en) AGV moving platform and control method and control device thereof

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant