CN113867357B

CN113867357B - Low-delay path planning algorithm for industrial vehicle

Info

Publication number: CN113867357B
Application number: CN202111189544.3A
Authority: CN
Inventors: 伊俊杰; 姚欣; 李飞
Original assignee: Henan Jiachen Intelligent Control Co Ltd
Current assignee: Henan Jiachen Intelligent Control Co Ltd
Priority date: 2021-10-12
Filing date: 2021-10-12
Publication date: 2022-04-26
Anticipated expiration: 2041-10-12
Also published as: CN113867357A

Abstract

The invention relates to a low-delay path planning algorithm for an industrial vehicle, which comprises the following steps: selecting an overlapping area: dividing sensors of a plurality of electronic tags into a plurality of communication groups based on the overlapping condition of communication areas to determine the overlapping area of each communication group; selecting an access node: selecting an access node in an overlapping area corresponding to each communication group and/or a communication area corresponding to each independent sensor; vehicle smooth path construction: planning the shortest moving path based on the selected access node and the starting and stopping positions, and performing smooth construction; judging whether the path meets the delay constraint: judging a delay constraint condition by comparing the predicted data collection time with a preset specified time threshold; judging whether the node is traversed or not: whether all nodes can be traversed when the moving path meeting the delay constraint moves is judged; recording the final moving path: the industrial vehicle is capable of movement and data collection based on the determined final movement path.

Description

Low-delay path planning algorithm for industrial vehicle

Technical Field

The invention relates to the technical field of industrial vehicle driving, in particular to a low-delay path planning algorithm for an industrial vehicle.

Background

The industrial vehicle is a power-driven motor vehicle used for carrying, pushing, drawing, lifting, stacking or stacking various cargos, and a lifting, conveying, drawing or carrying device is arranged on a wheel type trackless chassis to carry out swimming operation.

In recent years, with the rapid development of sensor network technology and unmanned vehicle technology. The data collection of sensor networks by installing gateways on vehicles is a popular research. How to plan the moving path of the vehicle is a key point of research, and for the era with developed information nowadays, the timeliness of the information is higher and higher. Therefore, it is a great trend to design the path of the industrial vehicle to collect complete sensor data under the time constraint.

CN 111854783 a discloses a method and a device for planning a barrier-circumventing path, which includes: when an obstacle is detected in the driving process, acquiring the position information of the obstacle fed back by a sensing system; generating m vehicle obstacle-detouring path plans and a vehicle tray motion plan corresponding to each vehicle obstacle-detouring path plan based on the position information of the obstacle; combining each vehicle obstacle detouring path plan in the m vehicle obstacle detouring path plans with a vehicle tray motion plan corresponding to each vehicle obstacle detouring path plan to generate m final vehicle motion path plans, screening and calculating the m final vehicle motion path plans according to preset conditions, and selecting a target vehicle motion path plan; and displaying the movement path plan of the target vehicle and carrying out voice navigation according to the movement path plan of the target vehicle. The accuracy of obstacle avoidance is improved while the safety is improved.

CN 110375761 a discloses an unmanned vehicle path planning method based on enhanced ant colony optimization algorithm, which includes: step 1: establishing a grid model of a road map by using the measurement data of the laser radar; step 2: optimizing a heuristic function of an ant colony algorithm state transition probability rule and a global pheromone updating strategy, providing an enhanced ant colony optimization algorithm, and generating a global path for the unmanned vehicle; and step 3: and (3) smoothing the global path generated in the step (2) by adopting a non-uniform rational B-spline curve to finish the path planning of the unmanned vehicle.

CN 106767808B discloses a template-based automatic guidance vehicle path planning method for an automatic container terminal, which includes: setting a dense magnetic nail area, and planning a dense magnetic nail array in the magnetic nail area; according to characteristic parameters of the automatic guided vehicle, presetting straight-going, inclined-going, right-angle turning and U-shaped turning templates of the automatic guided vehicle according to the mutual distance of the magnetic nails in the magnetic nail area; setting the positions of a starting point and an end point; and planning a path by using a two-point shortest path algorithm and taking a straight-going template, an oblique-going template, a right-angle turning template, a U-shaped turning template and a dense magnetic nail array as parameters. In the process of calling the two-point shortest path algorithm to plan the path, the template is used as an additional constraint, and the planned path can be ensured to be fully overlapped with the driving track of the AGV. Because the searching mechanism of the algorithm is not changed, the time complexity of the path planning method based on the template is equivalent to that of the two-point shortest path algorithm, and the path planning time is not obviously increased.

When the existing industrial vehicle collects sensor data, the vehicle design is a straight line design, the condition that the vehicle track is different from the actual path due to the fact that the moving track is a turning arc when the vehicle turns is not considered, the moving time of the vehicle is increased and the data cannot be collected in the limited time because the moving track is far shorter than the actual moving length of the vehicle. Because the sensors have a certain communication radius, the vehicle does not need to reach a designated point, and data can be collected at its radius. Therefore, the turning arc of the vehicle at the turning position is calculated by using the existing arc interpolation method, the path of the vehicle is constructed smoothly, and the constructed path can be in accordance with the actual situation.

Furthermore, on the one hand, due to the differences in understanding to the person skilled in the art; on the other hand, since the applicant has studied a great deal of literature and patents when making the present invention, but the disclosure is not limited thereto and the details and contents thereof are not listed in detail, it is by no means the present invention has these prior art features, but the present invention has all the features of the prior art, and the applicant reserves the right to increase the related prior art in the background.

Disclosure of Invention

Aiming at the defects of the prior art, the invention provides a low-delay path planning algorithm for an industrial vehicle, which ensures that complete sensor data is collected within time constraint, and a moving path of the vehicle is constructed by utilizing an overlapping area, so that the vehicle can carry out data communication with a plurality of sensors within a communication area, data collection of industrial vehicles is not needed, the moving path of the vehicle is reduced, and the data collection time is reduced. The method comprises the steps of constructing a smooth vehicle path, enabling a designed path to be consistent with an actual path, and preventing the designed path from being inconsistent with the actual path, and preventing errors caused by the fact that the distance of the actually-taken path is too long and exceeds the limited time, and the theoretical design still meets the limited time.

The invention discloses a low time delay path planning algorithm of an industrial vehicle, which comprises the following steps:

selecting an overlapping area: dividing sensors of a plurality of electronic tags into a plurality of communication groups based on the overlapping condition of communication areas to determine the overlapping area of each communication group;

selecting an access node: selecting an access node for transferring in the moving path of the industrial vehicle in an overlapping area corresponding to each communication group and/or a communication area corresponding to each independent sensor;

vehicle smooth path construction: planning the shortest moving path of the industrial vehicle based on the selected access node and the starting and stopping positions, and smoothly constructing the planned shortest moving path;

judging whether the path meets the delay constraint: judging a delay constraint condition by comparing the predicted data collection time with a preset specified time threshold;

judging whether the node is traversed or not: the integrity of data acquisition is ensured by judging whether the industrial vehicle can pass through all nodes when moving along a moving path meeting the delay constraint;

recording the final moving path: and recording and deriving the determined final moving path, so that the industrial vehicle can move and acquire data based on the final moving path.

According to a preferred embodiment, the communication groups can be established in different divisions on the basis of different combinations of sensors, wherein the sensors in the communication groups have overlapping areas with each other, so that at least one common intersection area in the communication groups is covered by the communication areas corresponding to the sensors forming the communication group.

According to a preferred embodiment, the communication groups have different grade sequences based on different numbers of the sensors, and the communication group division mode suitable for the distribution situation of the electronic tags of the corresponding industrial factory area is selected based on the difference of the grade sequences of the communication groups in different division modes.

According to a preferred embodiment, the sensors that cannot or cannot be configured in the communication group can be used as individual sensors to drive the industrial vehicle into the corresponding communication range for data acquisition and/or to transmit data to other communication groups for data acquisition with the corresponding communication group. Further, a sensor that cannot be configured in a communication group may be a separate sensor that has no intersection with the communication ranges of other sensors and cannot form a communication group with other sensors; a sensor that fails to be configured in a communication group may be a stand-alone sensor that intersects the communication ranges of other sensors but fails to form a communication group with other sensors based on the manner in which the communication group is divided.

According to a preferred embodiment, a plurality of access nodes are selected based on the distribution conditions of the communication groups and the independent sensors, so that the industrial vehicle can carry out efficient data acquisition on the sensors when passing through the access nodes, wherein the selection of the access nodes can be changed based on the difference of the communication group division modes and/or the difference of the independent sensor data transmission modes.

According to a preferred embodiment, the access node is capable of selecting any position in the overlapping area corresponding to the communication group and/or the communication area corresponding to the independent sensor, wherein the smooth path constructed based on the selected access nodes can adjust the position of any access node to re-plan the moving path under the condition that the delay constraint is not met and/or the path is not completely passed through.

According to a preferred embodiment, the moving path is planned based on a solution of the shortest route to reduce the time taken for moving between the start and stop positions of the industrial vehicle and the access nodes and/or between the access nodes, thereby improving the data acquisition efficiency.

According to a preferred embodiment, the shortest moving path can be smoothly constructed based on the turning angle to obtain a moving path according to the actual situation, wherein the constructed smooth path can be obtained by the turning radius and the turning arc center coordinate position.

According to a preferred embodiment, the turning radius and the center coordinates of the turning arc can be obtained in different calculation manners based on the magnitude of the turning angle, so that the corresponding path smoothing construction can be performed, wherein the calculation manners can be selected correspondingly based on the magnitude relation between the turning angle and the right angle.

According to a preferred embodiment, the predicted data collection time required for the industrial vehicle to travel through the current smoothly structured path can be obtained based on a numerical simulation to determine the delay constraint by a difference between the predicted data collection time and a preset prescribed time threshold, wherein the predicted data collection time is at least less than the preset prescribed time threshold to enable the delay constraint to be satisfied.

Drawings

FIG. 1 is a flow chart of a low latency path planning algorithm of the present invention;

FIG. 2 is a schematic representation of the select access node step of the present invention in a preferred embodiment;

FIG. 3 is a schematic illustration of the construction of a turning arc in the vehicle smooth path construction step of the present invention;

FIG. 4 is a schematic illustration of the vehicle smooth path construction steps of the present invention in a preferred embodiment;

FIG. 5 is a schematic diagram of the vehicle smooth path construction steps of the present invention.

List of reference numerals

100: an industrial vehicle; 101: a last access node; 102: the current access node: 103: a next access node; l is_s: vehicle length; r: a turning radius; beta: turning the corner; s1: a first sensor; s2: a second sensor; s3: a third sensor; s4: a fourth sensor; s5: a fifth sensor; s6: a sixth sensor; s7: a seventh sensor; s8: an eighth sensor; s9: a ninth sensor; p1: a first access node; p2: a second access node; p3: and a third access node.

Detailed Description

The following detailed description is made with reference to the accompanying drawings.

Fig. 1 is a flow chart of a low latency path planning algorithm according to the present invention, fig. 2 is a schematic diagram of a step of selecting an access node according to the present invention in a preferred embodiment, fig. 3 is a schematic diagram of a step of constructing a turning arc in a vehicle smooth path constructing step according to the present invention, fig. 4 is a schematic diagram of a step of constructing a vehicle smooth path according to the present invention in a preferred embodiment, and fig. 5 is a schematic diagram of a step of constructing a vehicle smooth path according to the present invention.

The invention discloses a low-delay path planning algorithm for an industrial vehicle 100, which can enable the industrial vehicle 100 to complete low-delay data collection in an industrial factory area based on a reasonably planned and optimized moving track, wherein the industrial vehicle 100 moving at a low speed in the industrial factory area is often used for collecting sensing information of an electronic tag, and the electronic tag without a networking function generally needs the industrial vehicle 100 to assist in collecting data information, such as: and collecting the electronic tags of the port containers by using the AGV. The data collection time is the time used by the industrial vehicle 100 in the industrial factory area for data collection, and may at least be composed of the moving time of the vehicle and the data transmission time, wherein since the moving time of the vehicle is much longer than the data transmission time, the information timeliness problem may occur during the moving process of the vehicle based on the difference from the preset moving path. The information timeliness problem is that the industrial vehicle 100 moves at a low speed to collect data information, and the industrial vehicle 100 may have a problem that complete sensor data cannot be collected within a limited time or the data collection time exceeds a specified time threshold value, and the timeliness of the data collection cannot be guaranteed. Therefore, the data are completely collected under the condition of limited time delay through a low-time-delay path planning algorithm, and the working efficiency is improved, wherein the low time delay refers to low time delay, namely the short data collection time in the invention.

Preferably, compared to the fuel industrial vehicle 100 with high noise, high pollution of exhaust gas and high maintenance cost, the electric industrial vehicle 100 using the battery system and the motor as driving power can realize energy-saving and environment-friendly transportation work by simpler and more flexible operation. The electric industrial vehicle 100 has higher operation stability and can better perform navigation movement based on a planned low-delay path. Further, the industrial vehicle 100 moving in the industrial plant may be an unmanned vehicle that moves along a planned low latency path in a manner that reduces human costs, thereby enabling the industrial vehicle 100 to complete the collection of data information while moving in the industrial plant with greater accuracy and less error.

Preferably, the industrial vehicle 100 can move between any two positions along at least one moving track in the industrial factory floor, and the forming of the moving track is limited by the arrangement mode of the obstacles in the industrial factory floor, so that the industrial vehicle 100 can have different moving modes in different industrial factory floors. In the case where the movement start-stop position and/or the obstacle setting position of the industrial vehicle 100 are changed for the same industrial factory floor, the movement locus can be changed accordingly.

Further, a plurality of transit points can be preset in the moving path of the industrial vehicle 100 located at the starting position in the industrial factory floor toward the end position, and the moving track can be changed along with the change of the positions of the transit points.

Preferably, the moving path followed by the industrial vehicle 100 when moving for data collection is limited to the distribution positions of the electronic tags in the industrial factory floor, and the distribution position of each electronic tag is equal to a preset transit point in the moving path of the industrial vehicle 100, so that the moving path planned by the industrial vehicle 100 can sequentially pass through the transit points, that is, in a plurality of planned moving paths under the condition that the moving start and stop positions of the industrial vehicle 100 are determined, a feasible scheme can be screened out based on the distribution positions of the electronic tags. In other words, several electronic tags distributed in the industrial factory floor are used as transit points, so that the industrial vehicles 100 need to drive through in sequence to complete data information collection.

Further, the electronic tag can be configured with sensors for emitting signals so that the industrial vehicle 100 can acquire data information when driving into the communication areas of the sensors, wherein the communication areas of the sensors are limited by the communication radiuses thereof, that is, the communication area of any sensor can be approximately regarded as a circular area defined by taking the position of the sensor as the center and the length of the communication radius as the radius. The industrial vehicle 100 can conceivably interact with the sensor at any position in the communication area of the sensor to acquire the data information sent by the sensor, wherein the position of the industrial vehicle 100 in the communication area of the sensor is called an access node.

Preferably, when there is an overlap between the communication areas corresponding to the sensors with close distances, the industrial vehicle 100 can collect data of the corresponding sensors in the overlap area, so as to reduce the driving distance of the industrial vehicle 100 and improve the efficiency of data collection. In other words, in a case where the communication areas corresponding to the plurality of sensors intersect with each other and the intersection of the communication areas corresponding to any two of the sensors is not zero (i.e., there is an overlapping area between the communication areas of any two of the sensors), an access node is determined in an area where the common intersection of all the sensors exists, so that the industrial vehicle 100 can acquire each of the sensors by passing through the access node when planning a movement path. The plurality of sensors capable of forming the overlapping communication areas can be divided into a communication group, so that the electronic tag in the industrial factory can perform information interaction on the industrial vehicle 100 in the form of a plurality of communication groups, wherein each communication group can be used as a transit point on a moving path.

Preferably, the communication groups are set with different grade sequences based on the number of sensors contained in the communication groups, wherein the communication groups with higher grade sequences contain more sensors; conversely, the communication group rank sequence containing the fewer number of sensors is lower. In other words, the rank sequence of the communication groups is limited by the number of times that the communication areas of the sensors overlap in the area where the common intersection is located, and when the industrial vehicle 100 enters the area where the common intersection of the communication groups with higher rank sequence is located, the industrial vehicle can collect data information of more sensors of the electronic tag.

According to a preferred embodiment, since the arrangement positions of the electronic tags are not regular, so that the union of the communication areas formed by the corresponding sensors can exist in various forms in the industrial factory, the communication groups need to be reasonably divided based on the rank sequence. For example, one sensor may be divided into at least two communication groups when the conditions are met, and the division may be performed based on a communication group that preferentially satisfies a higher-level sequence or a communication group that preferentially satisfies a lower-level sequence, where the division based on the communication group that preferentially satisfies the higher-level sequence may enable the industrial vehicle 100 to receive more data information when performing data information acquisition in an area where a common intersection of the communication groups is located, so as to improve data information acquisition efficiency; the division based on the communication groups that preferentially satisfy the lower rank order can avoid that too many sensors need to travel through a longer travel path to pass through the communication area covered by more sensors (especially independent sensors that do not form a communication group) because the sensors cannot form a communication group with other sensors. For another example, for at least a part of the independent sensors may be sent to a sensor in a closest communication group by means of close-range data transmission to perform buffering, so that the communication group can virtually join the independent sensors in a non-coverage manner, so as to improve the rank sequence thereof, so that the industrial vehicle 100 can perform data acquisition on all the sensors including the independent sensors when moving to the area where the common intersection of the communication group is located, so as to reduce the moving path of the industrial vehicle 100, thereby reducing the time delay, where the acquisition method is particularly suitable for acquiring data information of an independent sensor compared to the case where the industrial vehicle 100 needs a longer moving distance based on the arrangement of obstacles and/or the design of roads in the industrial plant area, and the industrial vehicle 100 needs a longer moving distance, the acquisition method can better reduce the vehicle moving time occupying a larger proportion in the data acquisition time so as to save the time cost and submit the data acquisition efficiency. Further, the independent sensors in the above-mentioned collection method may also be replaced with communication sets with lower relative rank sequences, so that the communication sets with higher rank sequences with similar distances can virtually cover the communication sets with lower rank sequences, so as to reduce the moving distance of the industrial vehicle 100, wherein, in order to ensure the timeliness of data collection, remote transmission of data is not recommended.

According to a preferred embodiment, all sensors in an industrial factory area can be divided into a plurality of communication groups or a plurality of independent sensors or a combination form of the communication groups and/or the communication areas in the independent sensors in the overlapping areas of the communication groups are determined based on any dividing mode, corresponding access nodes can be selected in any area, so that the industrial vehicle 100 can acquire data information of the corresponding sensors when passing through the access nodes, and the access nodes in the overlapping areas of the communication groups can enable the industrial vehicle 100 to acquire the data information of a plurality of electronic tags with higher data acquisition efficiency.

Preferably, a plurality of feasible moving paths can be planned based on the selected plurality of access nodes and the starting and stopping positions of the industrial vehicle 100 in combination with the road arrangement and the obstacle arrangement in the industrial factory area, wherein all the feasible moving paths need to pass through all the selected access nodes to ensure the comprehensiveness of data acquisition. Further, the movement path can be planned using a traveler algorithm for solving a traveler problem or a traveling salesman problem, i.e., solving the shortest loop to visit each city once and return to the starting city, given the distance between a series of cities and each pair of cities, to select the movement path with the shortest path length among all the feasible movement paths to ensure timeliness of data information collection. This combined optimization problem can be described as: a salesperson going to several cities to promote goods starts from a city and during the journey back to the origin after all cities, how to select a route of travel minimizes the total travel. For the present invention, the industrial vehicle 100 is analogous to a merchandiser, and the access nodes are analogous to transit cities, i.e. a traveler algorithm is used to plan the shortest moving path of the industrial vehicle 100, wherein the start and stop positions of the industrial vehicle can be set to the same position, especially for example the electric industrial vehicle 100 or an unmanned vehicle can have a charging or charging position as the moving start and stop position.

According to a preferred embodiment, as shown in fig. 2, the industrial vehicle 100 needs to collect data of a first sensor S1, a second sensor S2, a third sensor S3, a fourth sensor S4, a fifth sensor S5, a sixth sensor S6, a seventh sensor S7, an eighth sensor S8 and a ninth sensor S9 distributed around an industrial plant area, wherein the first sensor S1, the second sensor S2, the third sensor S3 and the fourth sensor S4 are divided into a first communication group, the fifth sensor S5, the sixth sensor S6 and the seventh sensor S7 are divided into a second communication group, and the eighth sensor S8 and the ninth sensor S9 are divided into a third communication group based on a division manner that the communication groups have a common intersection area. Further, based on the overlapping condition of the sensor communication areas included in the respective communication groups, the first communication group, the second communication group and the third communication group can respectively select the corresponding first access node P1, the second access node P2 and the third access node P3 in the respective common intersection area, so that the industrial vehicle 100 can more efficiently acquire the data of each sensor in the corresponding communication group at each access node, and the data acquisition time is reduced by simplifying nine sensors into three communication groups, so as to realize the data acquisition with low time delay. Preferably, based on the selected position of each access node, the industrial vehicle 100 can go from the starting position, sequentially pass through the first access node P1, the second access node P2 and the third access node P3, and finally return to the ending position, wherein, in the case of the same starting and ending position, the industrial vehicle 100 can run in the reverse direction, but actual factors such as traffic flow conditions, gradient conditions and the like of the back-and-forth route in the industrial plant area need to be considered. Preferably, the first access node P1, the second access node P2, and the third access node P3 may be any position within the minimum overlapping area (i.e., the common intersection area) of the respective communication groups, and the selected position of each access node may affect the subsequent movement path planning and smoothing configuration. Further, the planned and smoothly constructed moving path based on the position of each access node needs to meet a preset delay constraint to ensure timeliness of data acquisition, that is, the time taken for the industrial vehicle 100 to move along the currently constructed smoothly constructed moving path should be less than a preset specified time threshold, otherwise, the position of the selected access node can be adjusted to perform the judgment of the delay constraint again until the condition of the delay constraint is met.

According to a preferred embodiment, as shown in fig. 3 to 5, the movement path planned in the prior art is generally connected to the paths on both sides in the form of an edge angle at a transit point (i.e. access node), for example, especially the movement path planned in the traveler's algorithm, because the smaller distance of movement and/or turning of the merchandiser in the city is negligible compared to the larger distance between cities, so that the movement path presented in the map can be constructed in the form of a multi-segment broken line directly connected by a plane angle, wherein the plane angle can be divided into zero angle, acute angle, right angle, obtuse angle and straight angle based on the size of the included angle between the paths on both sides of the access node. However, when applied to path planning of the industrial vehicle 100, the turning process of the industrial vehicle 100 when passing through the access nodes cannot be ignored compared to the distance between the access nodes, and the smooth construction of the moving path in a manner of considering the vehicle turning arc phenomenon enables the optimized moving path to better conform to the actual turning situation of the industrial vehicle 100, wherein the turning angle β of the industrial vehicle 100 at the access nodes and the plane angle formed by the included angle between the corresponding paths can form a complementary angle. In other words, in the process that the industrial vehicle 100 travels from the previous access node 101 to the current access node 102 and the current access node 102 turns to the next access node 103, the angle between the moving path formed by the previous access node 101 and the current access node 102 and the moving path formed by the current inquiry node and the next access node 103 is set as a plane angle, and the turning angle β when the industrial vehicle 100 turns forms a complementary angle with the plane angle. Further, most industrial vehicles 100 (e.g., industrial forklifts) having rear wheels as steered wheels are steered in a manner different in calculation method from vehicles having front wheels as steered wheels in steering radius. The industrial vehicle 100 is generally controlled to move and steer in such a manner that the front wheels serve as driving wheels and the rear wheels serve as steering wheels, so that the front wheels serving as driving wheels can support goods in a bucket positioned in front of the vehicle with a larger wheel size, and the rear wheels serving as steering wheels can perform steering with a smaller turning radius R with a relatively smaller wheel size, thereby ensuring that the industrial vehicle 100 performs flexible operations in a complicated industrial plant area.

Preferably, when the included angle of the plane angle is zero, the industrial vehicle 100 is in switching between forward and backward directions at the access node, and does not perform a steering process; when the included angle of the plane angle is a straight angle, the industrial vehicle 100 is in a unidirectional moving state when the access node is not in a steering process, and therefore, the two cases will not be described again in the following discussion of the turning angle β.

Furthermore, when the included angle of the plane angle is obtuse, the turning angle which forms a complementary angle with the plane angle

When the included angle of the plane angle is acute, the turning angle forming a complementary angle with the plane angle

In both cases, the formula for the calculation of the turning radius R is as follows:

wherein L is_sIs the vehicle length, i.e., the length of the industrial vehicle 100. Furthermore, the coordinates of the center of the turning arc are set as (x, y),

when in use

When the temperature of the water is higher than the set temperature,

when in use

When the temperature of the water is higher than the set temperature,

further, when the included angle of the plane angle is a right angle, the turning angle β complementary to the plane angle is also a right angle, and in this case, the solution of the turning radius R and the center coordinates of the turning arc can be calculated with reference to the case where the included angle of the plane angle is an acute angle.

According to a preferred embodiment, since the movement path planning of the industrial vehicle 100 is usually determined based on unloaded low-speed travel, the planned movement path is likely to be an ideal situation, for example, steering all with the minimum turning radius R. However, the industrial vehicle 100 may move in the industrial plant area with different counterweight conditions and/or different traveling speed conditions, wherein the counterweight conditions of the industrial vehicle 100 are changed at least by the self weight of the vehicle body and the additional weight, and the traveling speed conditions of the industrial vehicle 100 are limited by the control of the accelerator and the brake, and can also be influenced by road factors such as the road surface flatness, the gradient and the like. Alternatively, the additional weight may be the weight of the target cargo during handling of the industrial vehicle 100. The smoothly constructed moving path is improved and optimized based on different counterweight conditions and/or moving speed conditions of the industrial vehicle 100, so that the improved moving path can better conform to the actual running conditions of the industrial vehicle 100, wherein the smaller the counterweight and the smaller the moving speed of the industrial vehicle 100 are, the smaller the required turning radius R is; conversely, the larger the counterweight and the greater the travel speed of the industrial vehicle 100, the larger the required turning radius R. Further, the adjustment of the turning radius R may affect the location of the turning arc center coordinates to ensure that the moving path of the industrial vehicle 100 can still pass through the access node after improved optimization. Preferably, the steering process of the industrial vehicle 100 is corrected in a manner of giving a correction factor based on the vehicle weight and/or the vehicle moving speed acquired by a weight sensor and/or a speed sensor arranged on the industrial vehicle 100

According to a preferred embodiment, the simulation unit is capable of performing a live-action simulation based on the determined movement path, so that the industrial vehicle 100 can automatically or manually move along the movement path simulated in the industrial factory floor map based on the driver, thereby enabling the real-time movement situation of the industrial vehicle 100 to be timely fed back to the terminal. Further, the simulation unit can determine a deviation between the real-time moving path of the industrial vehicle 100 and a preset moving path, so that the industrial vehicle 100 can timely make a warning in case of yaw and/or re-plan the moving path based on the current position and the driving direction.

According to a preferred embodiment, a low latency path planning algorithm for an industrial vehicle 100 may include the steps of:

a1: starting;

a2: selecting an overlapping area: determining an overlapping area of each communication group based on the grade sequence and the division mode of the communication groups;

a3: selecting an access node: selecting an access node (i.e., a transit point in the moving path of the industrial vehicle 100) in an overlapping area corresponding to each communication group and/or a communication area corresponding to each independent sensor;

a4: vehicle smooth path construction: the shortest moving path of the industrial vehicle 100 can be planned by utilizing a traveler algorithm based on the selected access node, and the smooth construction of the moving path can be carried out on the planned shortest moving path based on a path smooth construction method so as to obtain the moving path according with the actual situation;

a5: judging whether the path meets the delay constraint: if the next step is satisfied (i.e., the step S6), otherwise, returning to the step S3 to reselect the access node, where the determination of the delay constraint may be obtained by comparing the predicted data collection time with a preset specified time threshold, and the predicted data collection time may be obtained based on numerical simulation for future virtual data acquisition;

a6: judging whether the node is traversed or not: if the traversal is finished, performing the next step (namely, the step of S7), and if the traversal is finished, returning to the step of S3 to reselect the access node, wherein the step is mainly used for judging whether all nodes can be traversed when the industrial vehicle 100 moves along the moving path meeting the delay constraint, so as to ensure the integrity of data acquisition;

a7: recording the final moving sink path: recording and deriving the determined final moving path so that the industrial vehicle 100 can move and acquire data based on the path;

a8: and (6) ending.

It should be noted that the above-mentioned embodiments are exemplary, and that those skilled in the art, having benefit of the present disclosure, may devise various arrangements that are within the scope of the present disclosure and that fall within the scope of the invention. It should be understood by those skilled in the art that the present specification and figures are illustrative only and are not limiting upon the claims. The scope of the invention is defined by the claims and their equivalents. The present description contains several inventive concepts, such as "preferably", "according to a preferred embodiment" or "optionally", each indicating that the respective paragraph discloses a separate concept, the applicant reserves the right to submit divisional applications according to each inventive concept. Throughout this document, the features referred to as "preferably" are only an optional feature and should not be understood as necessarily requiring that such applicant reserves the right to disclaim or delete the associated preferred feature at any time.

Claims

1. A low-delay path planning algorithm for an industrial vehicle is characterized by comprising the following steps:

recording the final moving path: and recording and deriving the determined final moving path so that the industrial vehicle can move and acquire data based on the final moving path.

2. The low-latency path planning algorithm according to claim 1, wherein the communication group can be established in different partitions based on different combinations of sensors, wherein there is an overlapping area between the sensors in the communication group, so that there is at least one common intersection area in the communication group covered by the communication area corresponding to the sensors in the communication group.

3. The low-latency path planning algorithm according to claim 2, wherein the communication groups have different rank sequences based on different numbers of sensors, and a communication group division mode adapted to the distribution situation of the electronic tags in the corresponding industrial plant area is selected based on the difference of the rank sequences of the communication groups in different division modes.

4. The low-latency path planning algorithm according to claim 3, wherein the sensor which cannot or cannot be configured in the communication group can drive the industrial vehicle into the corresponding communication range for data acquisition in the form of a separate sensor, and/or transmit data to other communication groups to complete data acquisition along with the corresponding communication group.

5. The low-latency path planning algorithm according to claim 4, wherein a plurality of access nodes are selected based on the distribution of the communication groups and the independent sensors, so that the industrial vehicle can efficiently collect data of the sensors when passing through the access nodes, and the selection of the access nodes can be changed based on the difference of the communication group division modes and/or the difference of the independent sensor data transmission modes.

6. The low latency path planning algorithm according to claim 5, wherein the access node is capable of selecting any position in the overlapping area corresponding to the communication group and/or the communication area corresponding to the independent sensor, wherein the smooth path constructed based on the selected access nodes is capable of adjusting any access node position to re-plan the moving path without satisfying the latency constraint and/or without going through.

7. The low latency path planning algorithm according to claim 6, wherein the moving path is planned based on a solution of the shortest route to reduce the time taken for moving between the start and stop positions of the industrial vehicle and the access nodes and/or between the access nodes, thereby improving the data collection efficiency.

8. The low latency path planning algorithm according to claim 7, wherein the shortest moving path can be smoothly constructed based on turning angles to obtain a moving path according with practical situations, wherein the constructed smooth path can be obtained by a turning radius and a turning arc center coordinate position.

9. The low-latency path planning algorithm according to claim 8, wherein the coordinates of the turning radius and the center of the turning arc can be obtained in different calculation manners based on the magnitude of the turning angle, so as to perform corresponding path smoothing construction, wherein the calculation manner can be selected correspondingly based on the magnitude relation between the turning angle and the right angle.

10. The low latency path planning algorithm according to claim 9, wherein a predicted data collection time required for the industrial vehicle to travel through the current smoothly constructed path is obtained based on numerical simulation to determine a latency constraint condition by a difference between the predicted data collection time and a preset prescribed time threshold, wherein the predicted data collection time is at least less than the preset prescribed time threshold to satisfy the latency constraint.