CN117664158A - Rut coping method and rut coping system for predetermined area - Google Patents
Rut coping method and rut coping system for predetermined area Download PDFInfo
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Abstract
A rut coping method and rut coping system, rut coping method includes obtaining an initial topography of a predetermined area, the initial topography including initial elevation information; acquiring an updated topography of the predetermined area, wherein the updated topography comprises updated elevation information; comparing the updated elevation information with the initial elevation information to obtain information of ruts on the road surface in a preset area; the travel path of the vehicle in the predetermined area is planned based on the rut information.
Description
Technical Field
The present application relates to a rut handling method and rut handling system for a predetermined area.
Background
It is well known that the tires of a vehicle are often very expensive, while the depth of the road ruts directly affects the service life of the vehicle tires. It is known to mount cameras or lidar to part of the vehicle to detect ruts on the road surface, but positioning ruts is less accurate when the environment is severe, especially when there is a strong wind, heavy rain or haze. Especially when mining area operation, the operating mode in mining area is usually abominable, and is more serious to the life of vehicle tire, and the vehicle often does not have fixed route in the travel of mining area moreover, and the soil property of road surface also probably differs, therefore the road surface condition changes than great, and inaccurate to rut detection for can't provide effectual safeguard measure for vehicle tire.
It is also known that some unmanned vehicles are equipped with sensors that are capable of generating a global path themselves based on a topological map, and when a rut is recognized by a sensor, the sensor is used as an obstacle, and obstacle avoidance processing is performed to adjust the travel route. However, the determination of ruts in such a way is not accurate enough, the requirements on modules such as vehicle local path planning and motion control are high, repeated calculation is carried out every time the vehicle runs to the position, and avoidance failure caused by planning failure or failure to make pre-determination in advance is unavoidable.
Thus, there is a need to provide a rut handling method and rut handling system to at least partially solve the above-mentioned problems.
Disclosure of Invention
The present application aims to provide a track handling method and a track handling system, which can dynamically and accurately determine road surface track information in a predetermined area, so as to purposefully adjust a global path to be traveled by a related vehicle in advance, so that the vehicle only needs to travel according to the received path, and therefore, the vehicle can effectively avoid the track, and damage to vehicle tires can be avoided.
According to one aspect of the present application, there is provided a rut handling method for a predetermined area, comprising:
acquiring an initial topography of the predetermined area, wherein the initial topography comprises initial elevation information of a pavement in the predetermined area;
acquiring an updated topography of the predetermined area, wherein the updated topography comprises updated elevation information of a road surface in the predetermined area;
comparing the updated elevation information with the initial elevation information to obtain information of ruts on the road surface in the preset area, wherein the ruts are points with absolute values of differences between the updated elevation information and the initial elevation information reaching a first preset depth; and
and planning a driving path of the vehicle in the preset area based on the information of the ruts.
According to another aspect of the present application, there is also provided a rut handling system for performing the rut handling method described above, the rut handling system comprising:
a first acquisition module configured to acquire an initial topography of the predetermined area, the initial topography including initial elevation information of a road surface in the predetermined area;
a second acquisition module configured to acquire an updated topography of the predetermined area, the updated topography including updated elevation information of a road surface in the predetermined area;
a comparison module configured to compare the updated elevation information with the initial elevation information to obtain information of ruts on the road surface in the predetermined area; and
a planning module configured to plan a travel path of the vehicle in the predetermined area based on the information of the ruts.
According to the rut handling method and the rut handling system of the embodiment of the application, the initial elevation information in the initial topographic map of the preset area and the updated elevation information in the updated topographic map can be compared, so that the road rut information in the preset area can be dynamically and accurately determined, and further the global path to be driven by the relevant vehicle can be pertinently adjusted in advance, so that the vehicle only needs to drive according to the received path, the scheme is efficient and stable, the vehicle can effectively avoid ruts, and the calculation force of the background processing system can be fully applied.
Drawings
For a better understanding of the above and other objects, features, advantages and functions of the present application, reference should be made to the preferred embodiments illustrated in the accompanying drawings. It will be appreciated by those skilled in the art that the drawings are intended to schematically illustrate preferred embodiments of the present application and are not intended to limit the scope of the present application in any way.
FIG. 1 is a flow chart of a rut handling method according to a preferred embodiment of the invention;
FIG. 2 is a schematic block diagram of a rut handling system according to a preferred embodiment of the invention;
fig. 3 is a schematic diagram of a vehicle that can be used with the track-handling system shown in fig. 2.
Detailed Description
Specific embodiments of the present application will now be described in detail with reference to the accompanying drawings. What has been described herein is merely a preferred embodiment according to the present application, and other ways of enabling the present application to be achieved on the basis of the preferred embodiment will be obvious to a person skilled in the art, which ways also fall within the scope of the present application.
It should be noted that the terms of direction and position in the present application should be understood as relative direction and position, not absolute direction and position.
The application discloses a track handling method and a track handling system for a predetermined area. In some preferred embodiments, the predetermined area is a mine or a portion of a work area of a mine. Those skilled in the art will appreciate that mining area work environments are often complex, and that uneven road surfaces are often present, especially mining area road surfaces are often subject to deeper ruts, which can directly impact the tire life of the mining area vehicle. The rut handling method and the rut handling system according to the preferred embodiments of the present application can effectively avoid ruts of a vehicle during traveling, and can also effectively handle generated ruts, and a detailed description of the handling method will be given later.
Further, preferably, the rut handling method and rut handling system referred to in the present application are mainly directed to unmanned vehicles. Those skilled in the art will appreciate that for a vehicle driven by a driver, the driver of the vehicle may manually alter the trajectory of the vehicle so that the vehicle avoids ruts and rolls the road evenly. However, for an unmanned vehicle, its global travel path is usually made in advance based on a map reference line, which is usually fixed. Therefore, the driving track of the vehicle is usually unchanged without interference of obstacles, so that the vehicle repeatedly rolls the same line for a long time, and ruts are very deep. The rut coping method and the rut coping system can enable the unmanned vehicle to avoid ruts in the running process, so that the unmanned vehicle can be effectively prevented from rolling ruts, and the unmanned vehicle can effectively process ruts.
A rut coping method and a rut coping system for a mining area according to some embodiments of the present application will be described in detail below taking a predetermined area as an example of the mining area.
Fig. 1 schematically illustrates a rut-handling method for a predetermined area according to some embodiments of the present application. Referring to fig. 1, the method includes:
s1: an initial topography of the mine is acquired.
In some preferred embodiments, the initial topography referred to in this step is an initial three-dimensional plan of the mine, including initial longitude information, initial latitude information, and initial elevation information of the mine's pavement.
S2: an updated topography of the mine is acquired.
As will be appreciated by those skilled in the art, as the pavement of a mine is used, the topography of the mine may change, for example, potholes, bumps, or road changes may occur. The updated topographic map of the mining area is beneficial to real-time and accurate understanding of the pavement of the mining area, so that subsequent coping with ruts, such as judging the position of the ruts, avoiding the ruts, processing the ruts and the like, is facilitated. In some preferred embodiments, the updated topography is a three-dimensional plan of the mine updated, including updated longitude information, updated latitude information, and updated elevation information for the road surface of the mine.
In some preferred embodiments, the updated topography is obtained by real-time transmitted location information of vehicles traveling in the mine. Preferably, the vehicle is equipped with an RTK (Real-time kinematic) positioning device. The RTK positioning technology is a real-time dynamic positioning technology based on carrier phase observation values, and can provide three-dimensional positioning results of a measuring station in a specified coordinate system in real time and achieve centimeter-level precision. Reference herein to "real-time" means that the vehicle is positioned with its positioning equipment uninterrupted (e.g., at least once per second) during travel in the mine and communicates location information to the background processing system. The real-time location information includes real-time longitude information, real-time latitude information, and real-time elevation information. The vehicle positioned based on the RTK is very accurate for any location information, especially elevation information, it is traveling to.
Further, the above-described updated elevation information may be obtained based on real-time elevation information, and specifically, the updated elevation information may be calculated by the following formula:
H updating ＝H Real time -h，
Wherein H is Updating To update elevation information, H Real time For real-time elevation information, h is the vertical height of the positioning device on the vehicle from the road surface, in particular, the road surface referred to herein is the road surface with which the tires of the vehicle are in contact. That is, updated elevation information at the location of the positioning device can be obtained approximately by subtracting the elevation information obtained by the positioning device from the road surface.
Because the road condition of the mining area is complex, the road surface is often in a condition of uneven pits, so that the posture of a vehicle running in the mining area is not always kept horizontal, and various angles of inclination are likely to exist. In order to obtain updated topography more accurately, in a preferred embodiment the vehicle is further provided with a measuring device, preferably an IMU measuring device. The measuring equipment can acquire vehicle posture information of the vehicle in the running process, wherein the vehicle posture information comprises a course angle, a pitch angle and a roll angle of the vehicle. In a preferred embodiment, the updated topography of the mine area may be obtained by algorithmic calculations based on real-time position information transmitted by the positioning device and vehicle attitude information transmitted by the measuring device.
Preferably, the vehicle has four wheels. The step of obtaining an updated topography further comprises: the real-time position information of the positioning device is converted into contact point position information at the contact points of the four wheels with the ground. It will be appreciated that the location information of the contact point may be referred to as updated location information, including updated longitude information, updated latitude information, and updated elevation information.
Specifically, the step of converting the real-time position information of the positioning device into contact point position information at the contact point of the wheel with the ground, further includes:
converting real-time position information (longitude and latitude height) of the positioning equipment into real-time coordinate information (plane coordinates) of the positioning equipment under a plane world coordinate system;
acquiring real-time coordinate information of a contact point according to real-time coordinate information of the positioning equipment, vehicle attitude information, setting position information of the positioning equipment in a vehicle, size information of the vehicle and the like; and
and converting the real-time coordinate information of the contact point into contact point position information.
The calculation process is briefly described below.
As shown in fig. 3, assuming that the distance between the left and right axles of the wheels is L1, the distance between the front and rear axles is L2, the wheels are radius R, the positioning device is disposed at the center O of the rear axle, and a vehicle body coordinate system is established with the O point as the origin, wherein the X axis is directed to the right of the vehicle forward direction, the Y axis is directed to the front of the vehicle, and the Z axis is directed vertically upward of the vehicle. P1 to P4 are position coordinates at contact points of the four wheels with the ground, and for this vehicle body coordinate system, the positions thereof are as follows:
real-time position information [ B L H ] obtained by positioning equipment]Obtaining real-time coordinate information P of the plane world coordinate system by plane projection 0 ＝[X 0 Y 0 Z 0 ]The course angle, the pitch angle and the roll angle of the vehicle attitude information obtained by the measuring equipment are alpha, beta and gamma respectively. Then the vehicle body coordinates are converted into a plane world coordinate system, and the following rotation matrix is known
Rotating the matrix about the Z-axis
Rotating the matrix about the X-axis
Rotating the matrix about the Y-axis
The real-time coordinate information of the contact points of P1 to P4 in the plane world coordinate system can be obtained according to the obtained data information and the rotation matrix as
P′ 1 ＝R Y R X R Z P 1 +P 0
P′ 2 ＝R Y R X R Z P 2 +P 0
P′ 3 ＝R Y R X R Z P 3 +P 0
P′ 4 ＝R Y R X R Z P 4 +P 0
The real-time coordinate information of the four contact points can be obtained through the calculation method, and can be converted into position information comprising longitude and latitude height information according to the requirement. It will be appreciated that this location information may be used to obtain updated topography as updated location information for the mine road surface.
Next, step S3 is performed: and comparing the updated elevation information with the initial elevation information to obtain the information of the ruts on the pavement in the mining area.
When the absolute value of the difference between the updated elevation information and the initial elevation information of a certain point or a certain road section on the road surface reaches a first preset depth, the point or the road section of the road surface can be judged as a rut. It will be appreciated that the comparison process may compare the initial elevation information with the updated elevation information, and may convert the initial longitude and latitude height information [ BL H ] in the initial topography into the form of initial coordinate information [ xyz ] in the planar coordinate system, then use the planar position [ X Y ] in the real-time coordinate information of the contact point to search the initial topography data for the initial Z-axis information Z of the location point, and then compare the real-time Z-axis information in the real-time coordinate information with the initial Z-axis information. The principle of the two methods is the same.
Preferably, the first predetermined depth is greater than or equal to 0.2m. Illustratively, the first predetermined depth may be set to 0.2m, 0.3m, etc. In a road surface, a road section having a predetermined length may be determined as a rut road section when the rut continuously extends up to the predetermined length, and preferably the predetermined length is defined to be greater than or equal to 2m, and illustratively, the predetermined length may be set to 2m, 3m, or the like. Alternatively, a road segment of a predetermined distance may be determined as a rut road segment when the number of ruts occurs a predetermined number of times within the predetermined distance. Preferably, the predetermined distance is 15 to 20m, and illustratively, the predetermined distance may be 15m, 18m, 20m, or the like. Preferably, the predetermined number of times is defined to be 5 times or more, and illustratively, the predetermined number of times may be set to 5 times, 6 times, etc., which may be set by those skilled in the art according to actual needs.
In this step, track information of each road surface in the mine can be accurately obtained by comparing the updated elevation information at each point of the road surface with the initial elevation information.
Step S4 is then performed: and planning a driving path of the vehicle in the mining area based on the rut information.
The step may further comprise:
determining a rut path section based on rut information. The determination method of the rut road section is described above, and is not described herein for brevity.
The original travel path of each vehicle is acquired, and it is determined whether or not a rut road section exists in the original travel path.
If there is a track section in the original travel path, a planning module (described below) in the background processing system will adjust the original travel path so that the updated travel path avoids the track section to avoid further rolling of the track section by the vehicle. And if the track section does not exist in the original running path, the vehicle is caused to run according to the original running path.
In some preferred embodiments, the updated travel path includes a road segment immediately beside the rut road segment on the road surface. That is, after the original travel path of the vehicle is adjusted due to the presence of the rut road section, the adjusted travel path is made to include a road section beside the rut road section. The aim of the scheme is to press down the normal road surface beside the track section, so that the road surfaces on two sides of the track section can be on the same horizontal plane with the tracks in the track section, thereby eliminating the existence of the tracks and increasing the flatness of the road surface. Thus, with this preferred embodiment, ruts in a rut road section can be treated to eliminate rut marks.
In some preferred embodiments, the rut handling method further comprises:
after a predetermined period, it is determined whether the heights of the side road sections on both sides of the rut road section are each lowered to a desired height.
Wherein, preferably, the predetermined stage is: after the original travel path of the vehicle is adjusted, the road section on which the track section is located is traveled N times by the vehicle. Further preferably, N is 20 or more, for example, N may be set 20 times or 25 times or the like. Preferably, the desired height is defined as a height substantially flush with the depressions of the ruts in the rut path section, so that the ruts and the road surface on both sides can be leveled onto one surface. The determination method may be performed by, for example, transmitting the position information of the vehicle at the nearby road section back to the background processing system in real time, and comparing the elevation information in the position information with the elevation information in the rut road section by the background processing system.
When the determination is negative, that is, after a predetermined period, if the heights of the side road sections on both sides of the rut road section do not all decrease to the desired height, the assist vehicle is notified to travel to the road section on which the rut road section is located for road finishing. The auxiliary vehicle may be, for example, a grader or bulldozer. The auxiliary vehicle can travel to the side road sections on both sides of the rut road section for finishing. Preferably, the auxiliary vehicle is also fitted with positioning means. Illustratively, the positioning device may be an RTK positioning device or a GPS positioning device, etc. Further preferably, the positioning device may be controlled to transmit real-time position information to the background processing system after the auxiliary vehicle completes road finishing, so that the background processing system updates the topography map in time.
When the determination is yes, that is, after a predetermined period, if the heights of the side road sections on both sides of the rut road section are reduced to a desired height, the travel path of the vehicle is re-planned, for example, the travel path of the vehicle may be restored to the original path.
In some preferred embodiments, the rut handling method further comprises: when the elevation information of the vehicle running to a certain place is stepped, the background processing system sends out an alarm indication. For example, the step may be the absolute value of the difference between the updated elevation information and the initial elevation information reaching a second predetermined depth, at which point the background processing system may issue an alarm indication. Preferably, the second predetermined depth is greater than or equal to 0.5m, and may be, for example, 0.5m, 0.6m, etc., which may be set by those skilled in the art according to actual circumstances. It can be understood that when conditions such as rain or snow occur, the pavement strength may be reduced, for example, conditions such as road collapse and falling rocks may occur, and the above scheme can send out an alarm indication when a step occurs in the elevation information, so that the inspection can be intervened in time to judge whether an abnormal condition exists or not, and then timely and safe response is made.
Fig. 2 is a schematic block diagram of a rut handling system according to a preferred embodiment of the present invention. A rut handling system for performing a rut handling method as described hereinabove, the rut handling system being configurable in a background processing system of a mine, the rut handling system comprising:
a first acquisition module 101 configured to acquire an initial topography of the mine, the initial topography comprising initial elevation information of a road surface in the mine;
a second acquisition module 102 configured to acquire an updated topography of the mine, the updated topography comprising updated elevation information of the road surface in the mine;
a comparison module 103 configured to compare the updated elevation information with the initial elevation information to obtain information of ruts on the road surface in the mine; and
a planning module 104 is configured to plan a travel path of the vehicle at the mine based on the rut information.
In some preferred embodiments, the second acquisition module 102 is specifically configured to:
receiving real-time position information transmitted in the running process of the vehicle, wherein the real-time position information comprises real-time longitude information, real-time latitude information and real-time elevation information;
an updated topography map is obtained based on the real-time location information.
In some preferred embodiments, the second acquisition module 102 is specifically configured to:
according to the real-time elevation information H Real time Calculating update elevation information H Updating Wherein
H Updating ＝H Real time -h，
h is the vertical height of the positioning device from the road surface.
In some preferred embodiments, the vehicle is equipped with an RTK positioning apparatus.
In some preferred embodiments, the second acquisition module 102 is specifically configured to:
receiving vehicle attitude information transmitted in the running process of the vehicle, wherein the vehicle attitude information comprises a course angle, a pitch angle and a roll angle of the vehicle;
an updated topography map is obtained based on the real-time location information and the vehicle pose information.
In some preferred embodiments, the vehicle is equipped with IMU measurement devices.
In some preferred embodiments, the second acquisition module 102 is specifically configured to:
converting real-time position information of the positioning device into contact point position information at a contact point of the wheel and the ground, wherein the contact point position information is updated position information comprising updated elevation information;
an updated topography is obtained based on the contact point location information.
In some preferred embodiments, the second acquisition module 102 is specifically configured to:
converting the real-time position information of the positioning equipment into real-time coordinate information of the positioning equipment;
acquiring real-time coordinate information of a contact point at least according to real-time coordinate information of the positioning equipment, vehicle posture information and set position information of the positioning equipment in a vehicle; and
and obtaining the contact point position information based on the contact point real-time coordinate information.
In some preferred embodiments, planning module 104 is specifically configured to:
determining a rut path based on rut information;
acquiring an original driving path of a vehicle;
judging whether a rut road section exists in the original driving path, and carrying out corresponding operation according to a judging result.
In some preferred embodiments, planning module 104 is specifically configured to:
if the track section exists in the original running path, the original running path is adjusted, so that the updated running path avoids the track section;
and if the track section does not exist in the original running path, the vehicle is caused to run according to the original running path.
In some preferred embodiments, the rut road section comprises: the ruts continuously extend to a road section with a preset length or the number of ruts appear to reach a preset number of times within a preset distance, wherein the ruts are points with the absolute value of the difference between the updated elevation information and the initial elevation information reaching a first preset depth.
In some preferred embodiments, the updated travel path includes a road segment immediately beside the rut road segment on the road surface.
In some preferred embodiments, the rut handling system further comprises:
a judging module 105 configured to judge whether the heights of the side road sections on both sides of the rut road section are both lowered to a desired height after a predetermined stage;
and the control module 106 is configured to perform corresponding operation according to the judging result.
In some preferred embodiments, the control module 106 is specifically configured to: when the judging result is negative, controlling the auxiliary vehicle to travel to the road section where the track section is located to carry out road surface finishing; the planning module 104 is specifically configured to: and when the judgment result is yes, the running path of the vehicle is re-planned.
In some preferred embodiments, the auxiliary vehicle is mounted with a positioning device, and the second acquisition module 102 is further configured to:
real-time position information transmitted by the auxiliary vehicle after finishing the road surface finishing is received, and the initial topography is updated based on the real-time position information.
In some preferred embodiments, the predetermined phase is: after adjusting the original travel path of the vehicle, the road segment on which the track section is located is traveled N times by the vehicle, where N is greater than or equal to 20. It will be appreciated that the value of N may be suitably adjusted based on ground hardness information or environmental factors, etc.
In some preferred embodiments, the rut handling system further comprises:
a notification module 107, the notification module 107 configured to: and when the absolute value of the difference between the updated elevation information and the initial elevation information reaches a second preset depth, sending out an alarm indication.
In some preferred embodiments, the predetermined length is defined as greater than or equal to 2m and/or the predetermined distance is between 15 and 20m and/or the predetermined number of times is defined as greater than or equal to 5 times and/or the first predetermined depth is defined as greater than or equal to 0.2m.
In some preferred embodiments, the desired height is a height that is substantially flush with the recess of the rut in the rut road section.
Other details of the track handling system are described above, and are not repeated for brevity.
Industrial applicability
Those skilled in the art will appreciate that mining area work environments are often complex, and that uneven road surfaces are often present, especially mining area road surfaces are often subject to deeper ruts, which can directly impact the tire life of the mining area vehicle. The rut handling method and the rut handling system disclosed by the application are particularly suitable for mining areas, the initial elevation information in the initial topographic map of the mining areas can be compared with the updated elevation information in the updated topographic map, so that the pavement rut information in the mining areas can be dynamically and accurately determined, and further, the global path to be driven by related vehicles can be pertinently adjusted in advance, so that the vehicles only need to drive according to the received path, the scheme is efficient and stable, the vehicles can effectively avoid ruts, and the calculation force of a background processing system can be fully applied.
The rut handling method and rut handling system according to the preferred embodiments of the present application can also effectively handle the generated ruts by adjusting the travel path of the following vehicle. In some preferred embodiments, the updated travel path of the vehicle may be made to include a bypass on the road surface immediately to one side of the rut so that the bypass may be depressed by the vehicle to be substantially flush with ruts in the rut, thereby enabling rut removal and flatter road surfaces.
Furthermore, in some preferred embodiments of the present disclosure, the unmanned vehicle is equipped with an RTK positioning device. The positioning accuracy of the vehicle positioned based on the RTK can reach the centimeter level, so that the position information, especially the elevation information, obtained from any place to which the vehicle is driven is very accurate, and the judgment of the rut can be more accurate.
In the embodiments provided in the present application, it should be understood that the disclosed systems, modules, and methods may be implemented in other manners. For example, the apparatus embodiments described above are merely illustrative, and for example, the division of the modules is merely a logical function division, and there may be additional divisions when actually implemented, for example, multiple units or components may be combined or integrated into another system, or some features may be omitted or not performed.
The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed over a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
The foregoing description of various embodiments of the present application is provided for descriptive purposes to one of ordinary skill in the relevant art. It is not intended that the present application be limited or restricted to the single disclosed embodiment. As above, many alternatives and modifications of the present application will be apparent to those of ordinary skill in the art in light of the above teachings. Thus, while some alternative embodiments have been specifically described, those of ordinary skill in the art will understand or relatively easily develop other embodiments. This application is intended to cover all alternatives, modifications and variations of the present application described herein, and other embodiments that fall within the spirit and scope of the present application as described above.
Claims (23)
1. A rut handling method for a predetermined area, comprising:
acquiring an initial topography of the predetermined area, wherein the initial topography comprises initial elevation information of a pavement in the predetermined area;
acquiring an updated topography of the predetermined area, wherein the updated topography comprises updated elevation information of a road surface in the predetermined area;
comparing the updated elevation information with the initial elevation information to obtain information of ruts on the road surface in the preset area, wherein the ruts are points with absolute values of differences between the updated elevation information and the initial elevation information reaching a first preset depth; and
and planning a driving path of the vehicle in the preset area based on the information of the ruts.
2. The rut handling method according to claim 1, wherein said vehicle is provided with a positioning device for acquiring and transmitting real-time position information, said step of acquiring an updated topography of said predetermined area comprising:
receiving real-time position information transmitted in the running process of the vehicle, wherein the real-time position information comprises real-time longitude information, real-time latitude information and real-time elevation information;
the updated topography is obtained based on the real-time location information.
3. The rut handling method according to claim 2, further comprising:
according to the real-time elevation information H Real time Calculating the updated elevation information H Updating Wherein
H Updating ＝H Real time -h，
h is the vertical height of the positioning equipment from the road surface.
4. The rut countermeasure method according to claim 2, wherein said vehicle is further provided with a measuring device capable of acquiring vehicle posture information of said vehicle, said step of acquiring an updated topography of said predetermined area further comprising:
receiving vehicle attitude information transmitted during the running process of the vehicle, wherein the vehicle attitude information comprises a course angle, a pitch angle and a roll angle of the vehicle;
the updated topography map is obtained based on the real-time location information and the vehicle pose information.
5. The rut handling method according to claim 4, wherein said vehicle is equipped with RTK positioning equipment and/or IMU measuring equipment.
6. The rut handling method according to claim 4, wherein said vehicle has at least one wheel, said rut handling method further comprising:
converting the real-time position information of the positioning device into contact point position information at a contact point of the at least one wheel with the ground, the contact point position information being updated position information including the updated elevation information;
the updated topography is obtained based on the contact point location information.
7. The rut handling method according to claim 6, wherein said step of converting said real-time position information of said positioning device into contact point position information at a contact point of said at least one wheel with the ground further comprises:
converting the real-time position information of the positioning equipment into real-time coordinate information of the positioning equipment;
acquiring real-time coordinate information of a contact point at least according to the real-time coordinate information of the positioning equipment, the vehicle posture information and the set position information of the positioning equipment in the vehicle; and
and obtaining the contact point position information based on the contact point real-time coordinate information.
8. The rut handling method according to claim 1, wherein said step of planning a travel path of a vehicle in said predetermined area based on information of said rut comprises:
determining a track section based on the information of the track;
acquiring an original driving path of the vehicle;
judging whether the track section exists in the original driving path or not, and carrying out corresponding operation according to a judging result.
9. The rut handling method according to claim 8, further comprising:
if the track section exists in the original running path, the original running path is adjusted, so that the updated running path avoids the track section;
and if the track section does not exist in the original running path, the vehicle is caused to run according to the original running path.
10. The rut handling method according to claim 8 or 9, wherein said rut path section comprises: the ruts extend continuously for a predetermined length of road segments or for a predetermined number of occurrences of the ruts within a predetermined distance.
11. The rut handling method according to claim 9, wherein said updated travel path comprises a side road segment on the road surface immediately to one side of said rut road segment.
12. The rut handling method according to claim 11, further comprising:
after a predetermined period, judging whether the heights of the side road sections on two sides of the track section are all reduced to the expected height;
and performing corresponding operation according to the judgment result.
13. The rut handling method according to claim 12, further comprising:
when the judging result is negative, informing the auxiliary vehicle to travel to the road section where the track section is located to carry out road surface finishing;
and when the judgment result is yes, re-planning the running path of the vehicle.
14. The rut handling method according to claim 13, wherein said auxiliary vehicle is equipped with a positioning device, said rut handling method further comprising:
real-time location information transmitted by the auxiliary vehicle after finishing road surface finishing is received, and the initial topography map is updated based on the real-time location information.
15. The rut handling method according to claim 12, wherein said predetermined phase is: after adjusting the original travel path of the vehicle, the road segment on which the rut road segment is located is traveled N times by the vehicle, where N is greater than or equal to 20.
16. The rut handling method according to claim 1, further comprising:
and when the absolute value of the difference between the updated elevation information and the initial elevation information reaches a second preset depth, sending out an alarm indication.
17. The rut handling method according to claim 1, wherein said predetermined length is defined as being equal to or greater than 2m and/or said predetermined distance is between 15 and 20m and/or said predetermined number of times is defined as being equal to or greater than 5 times and/or said first predetermined depth is defined as being equal to or greater than 0.2m.
18. The rut handling method according to claim 12, wherein said desired height is a height flush with a recess of a rut in said rut path section.
19. The rut handling method according to claim 1, wherein said predetermined area is a mine and/or said vehicle is an unmanned vehicle.
20. A rut handling system for performing a rut handling method according to any one of claims 1-19, comprising:
a first acquisition module (101) configured to acquire an initial topography of the predetermined area, the initial topography including initial elevation information of a road surface in the predetermined area;
a second acquisition module (102) configured to acquire an updated topography of the predetermined area, the updated topography including updated elevation information of a road surface in the predetermined area;
a comparison module (103) configured to compare the updated elevation information with the initial elevation information to obtain information of ruts on the road surface in the predetermined area, wherein the ruts are points where an absolute value of a difference between the updated elevation information and the initial elevation information reaches a first predetermined depth; and
a planning module (104) configured to plan a travel path of the vehicle in the predetermined area based on the information of the ruts.
21. The rut handling system according to claim 20, wherein said second acquisition module (102) is specifically configured to:
receiving real-time position information transmitted in the running process of the vehicle, wherein the real-time position information comprises real-time longitude information, real-time latitude information and real-time elevation information;
the updated topography is obtained based on the real-time location information.
22. The rut handling system of claim 21, wherein said second acquisition module (102) is further configured to:
receiving vehicle attitude information transmitted during the running process of the vehicle, wherein the vehicle attitude information comprises a course angle, a pitch angle and a roll angle of the vehicle;
the updated topography map is obtained based on the real-time location information and the vehicle pose information.
23. The rut handling system according to claim 22, wherein said vehicle is equipped with RTK positioning equipment and/or IMU measuring equipment.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211014138.8A CN117664158A (en) | 2022-08-23 | 2022-08-23 | Rut coping method and rut coping system for predetermined area |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211014138.8A CN117664158A (en) | 2022-08-23 | 2022-08-23 | Rut coping method and rut coping system for predetermined area |
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| CN117664158A true CN117664158A (en) | 2024-03-08 |
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| CN202211014138.8A Pending CN117664158A (en) | 2022-08-23 | 2022-08-23 | Rut coping method and rut coping system for predetermined area |
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