Collision detection method and device, autonomous mobile device and storage medium

Abstract

The embodiment of the invention provides a collision detection method and device, an autonomous mobile device and a storage medium, and relates to the technical field of autonomous mobile devices. The collision detection method comprises the following steps: acquiring a contour point, a current speed and a preset parameter of an autonomous mobile device under a vehicle body coordinate system; according to the contour points of the autonomous mobile device in the vehicle body coordinate system, new contour points of the autonomous mobile device in the motion coordinate system are calculated, and the new contour points of the autonomous mobile device form a new contour of the autonomous mobile device; according to the new contour, the current speed and preset parameters of the autonomous mobile device, a sudden stop area, a soft stop area and a deceleration area are constructed in sequence; according to the invention, collision detection is carried out according to the sudden stop area, the soft stop area and the deceleration area, so that a sudden obstacle can be rapidly and accurately detected, a rapid response can be made to the sudden obstacle, and the moving safety of the autonomous moving device is ensured.

Description

Technical Field

[0001] The present application relates to the technical field of autonomous mobile devices, and more specifically, to a collision detection method and device, an autonomous mobile device, and a storage medium. Background Art

[0002] In recent years, autonomous mobile devices such as autonomous mobile robots (AMRs) or automated guided vehicles (AGVs) have been widely used in various scenarios, such as smart logistics and warehousing scenarios, due to their autonomy and high efficiency.

[0003] At present, collision detection is usually performed based on maps and based on the radar's built-in safety programmable logic controller (PLC) to respond to obstacles and ensure the safety of autonomous mobile devices. Among them, the map-based collision detection method is highly dependent on the accuracy and stability of the positioning module of the autonomous mobile device. Affected by the map resolution, it will introduce resolution errors, resulting in the problem of misdetection of obstacles. The collision detection solution based on the radar's built-in safety PLC has complex and single calculation logic, and is difficult to recover. It is difficult to cope with various complex and changeable scenarios, cannot adapt to various user needs, and has poor versatility. In other words, the current collision detection method has the problems of poor collision detection accuracy and poor versatility. Summary of the invention

[0004] In view of the above problems, the embodiments of the present application propose a key detection circuit, method, device, household appliance and storage medium to improve the problems of poor collision detection accuracy and poor versatility of current collision detection methods.

[0005] In a first aspect, an embodiment of the present application provides a collision detection method, the method comprising: obtaining contour points, current speed, and preset parameters of an autonomous mobile device in a vehicle body coordinate system; calculating new contour points of the autonomous mobile device in a motion coordinate system based on the contour points of the autonomous mobile device in the vehicle body coordinate system, the new contour points of the autonomous mobile device forming a new contour of the autonomous mobile device; constructing an emergency stop area, a soft stop area, and a deceleration area in sequence based on the new contour of the autonomous mobile device, the current speed, and the preset parameters; and performing collision detection based on the emergency stop area, the soft stop area, and the deceleration area.

[0006] In a second aspect, an embodiment of the present application provides a collision detection device, which includes: a contour point acquisition module, used to acquire contour points of an autonomous mobile device in a vehicle body coordinate system; a coordinate calculation module, used to calculate new contour points of the autonomous mobile device in a motion coordinate system based on the contour points of the autonomous mobile device in the vehicle body coordinate system, wherein the new contour points of the autonomous mobile device form a new contour of the autonomous mobile device; an area construction module, used to sequentially construct an emergency stop area, a soft stop area and a deceleration area according to the new contour of the autonomous mobile device; and a collision detection module, used to perform collision detection based on the emergency stop area, the soft stop area and the deceleration area.

[0007] In a third aspect, an embodiment of the present application provides an autonomous mobile device, which includes: a memory and a processor, wherein an application is stored in the memory, and the application is used to execute the method provided by the embodiment of the present application when called by the processor.

[0008] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium having a program code stored thereon, wherein the program code is used to enable the processor to execute the method provided by the embodiment of the present application when called by the processor.

[0009] The collision detection method and device, autonomous mobile device, and storage medium provided in the embodiments of the present application can convert the contour points of the autonomous mobile device in the vehicle body coordinate system into new contour points in the motion coordinate system, and construct the emergency stop area, soft stop area, and deceleration area in real time according to the new contour formed by the contour points of the autonomous mobile device, the current speed, and the preset parameters, and perform collision detection according to the constructed emergency stop area, soft stop area, and deceleration area, so that suddenly appearing obstacles can be detected quickly and accurately, so as to make a quick response to the suddenly appearing obstacles, thereby ensuring the movement safety of the autonomous mobile device. Compared with the current map-based collision detection method, the collision detection method in the embodiment of the present application has a low degree of dependence on the positioning module, and will not be affected by the map resolution, and the collision detection accuracy is higher. Compared with the current method of collision detection based on the radar's own PLC, the collision detection method in the embodiment of the present application has a simple calculation logic, can cope with various application scenarios, and has high versatility. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following is a brief introduction to the drawings required for the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application, not all embodiments. Based on the embodiments of the present application, all other embodiments and drawings obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0011] Figure 1 A schematic diagram of the process of the collision detection method provided in the embodiment of the present application is shown;

[0012] Figure 2 A schematic diagram showing an actual scene corresponding to a current stitching path provided by an exemplary embodiment of the present application is shown;

[0013] Figure 3 A schematic diagram showing an actual scene corresponding to a current stitching path provided by another exemplary embodiment of the present application is shown;

[0014] Figure 4 A schematic diagram showing an actual scene corresponding to a current stitching path provided by another exemplary embodiment of the present application is shown;

[0015] Figure 5 A schematic diagram of a vehicle body coordinate system and a motion coordinate system provided in an embodiment of the present application is shown;

[0016] Figure 6 A schematic diagram showing an emergency stop area, a soft stop area and a deceleration area provided by an exemplary embodiment of the present application is shown;

[0017] Figure 7 A schematic diagram showing an emergency stop area, a soft stop area, and a deceleration area provided by another exemplary embodiment of the present application is shown;

[0018] Figure 8 A schematic diagram of a collision detection method provided by an exemplary embodiment of the present application is shown;

[0019] Fig. 9 A schematic diagram of the structure of a collision detection device provided in an embodiment of the present application is shown;

[0020] Fig.10 A schematic diagram of the structure of an autonomous mobile device provided in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0021] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application.

[0022] See also Figure 1 , Figure 1 A schematic flow chart of a collision detection method provided by an embodiment of the present application is shown. The collision detection method can be applied to a collision detection device or an autonomous mobile device (such as an AGV or an AMR). The collision detection method can include the following steps S110 to S140.

[0023] Step S110, obtaining contour points, current speed, and preset parameters of the autonomous mobile device in the vehicle body coordinate system.

[0024] The vehicle body coordinate system takes the center of the rear axle of the autonomous mobile device as the origin, the front of the autonomous mobile device (i.e., the direction of the vehicle head) as the positive direction of the x-axis, and the left of the autonomous mobile device as the positive direction of the y-axis. The contour points of the autonomous mobile device at least include a rectangle representing the autonomous mobile device (such as Figure 2-4 The length of the rectangle is greater than or equal to the maximum length of the autonomous mobile device, and the width of the rectangle is greater than or equal to the maximum width of the autonomous mobile device. A positioning module is installed on the autonomous mobile device, and the positioning module can sense and output the coordinates of the contour points of the autonomous mobile device in the vehicle body coordinate system in real time.

[0025] The current speed of the autonomous mobile device is a vector and has a moving direction. The current rotation speed of the autonomous mobile device can be read as the current speed value, and the moving direction of the current speed can be represented by the angle between the current orientation of the tire of the autonomous mobile device and the x-axis of the vehicle body coordinate system.

[0026] The preset parameters are pre-set and stored parameters, which can be directly called during the movement of the autonomous mobile device. The preset parameters may include a pre-set safety distance, a speed compensation parameter, a first maximum deceleration corresponding to the emergency stop area, a second maximum deceleration corresponding to the soft stop area, and a deceleration distance corresponding to the deceleration area, wherein the second maximum deceleration is less than the first maximum deceleration. For example, the first maximum deceleration may be 2 meters per second squared, and the second maximum deceleration may be 3.5 meters per second squared. Among them, the speed compensation parameter may be determined comprehensively based on factors such as the actual vehicle model, communication delay, and actual ground friction coefficient, and the speed compensation parameters of different vehicle models may be different. For example, the speed compensation parameter may be 0.2 seconds.

[0027] The safety distance has a pre-established mapping relationship with each splicing path in the global path of the autonomous mobile device. Different splicing paths correspond to different safety distances. Each splicing path on the global path is pre-configured with safety distances in four directions: front, back, left, and right. The safety distances in the four directions form the safety area to be mentioned later. Among them, the safety distance in the front and back directions can be set to be greater than the safety distance in the left and right directions. The safety distances in the front and back directions can be the same or different. For example, the safety distance in the front can be set to be greater than the safety distance in the rear. The safety distances in the left and right directions can be the same or different.

[0028] In some implementations, in order to improve the accuracy of collision detection, a corresponding safety distance in the four directions of front, back, left and right can be set for each stitching path according to the actual scene road conditions corresponding to each stitching path, thereby ensuring that the autonomous mobile device can perform collision detection according to the actual scene road conditions when moving to different stitching paths, ensuring that the autonomous mobile device can cope with different actual scene road conditions and improving the autonomy of the autonomous mobile device in various scenarios.

[0029] Some examples include Figure 2 As shown, if the width C1C2 or C4C3 of the drivable area C1C2C3C4 of the autonomous mobile device corresponding to the current splicing path is much larger than the short side A1A2 or A4A3 of the rectangle A1A2A3A4 representing the autonomous mobile device, for example, the width of the drivable area is greater than or equal to twice the short side of the rectangle representing the autonomous mobile device, then it can be determined that the actual scene road condition corresponding to the current splicing path is wide, and a larger safety distance can be configured for the current splicing path, such as Figure 2 As shown, the safety distance on the left side of the autonomous mobile device can be configured as L1, the safety distance on the right side as L2, the safety distance in front as L3, and the safety distance in the back as L4 for the current splicing path. At this time, the safety area formed by the four safety distances L1-L4 is Figure 2 The gray area in , that is, the area between rectangle A1A2A3A4 and rectangle B1B2B3B4.

[0030] In other examples, such as Figure 3 As shown, if the width C1C2 or C4C3 of the drivable area C1C2C3C4 of the autonomous mobile device corresponding to the current splicing path is slightly larger than the short side A1A2 or A4A3 of the rectangle A1A2A3A4 representing the autonomous mobile device, for example, the width of the drivable area is greater than or equal to the short side of the rectangle representing the autonomous mobile device and less than twice the short side of the rectangle representing the autonomous mobile device, then it can be determined that the actual scene road condition corresponding to the current splicing path is narrow, and a smaller safety distance can be configured for the current splicing path, such as Figure 3 As shown, the safety distance on the left side of the autonomous mobile device can be configured as L1, the safety distance on the right side as L2, the safety distance in front as L3, and the safety distance in the back as L4 for the current splicing path. At this time, the safety area formed by the four safety distances L1-L4 is Figure 3 The gray area in , that is, the area between rectangle A1A2A3A4 and rectangle B1B2B3B4.

[0031] In some other examples, such as Figure 4As shown, if the width C1C2 or C4C3 of the drivable area C1C2C3C4 of the autonomous mobile device corresponding to the current stitching path is almost the same as the short side A1A2 or A4A3 of the rectangle A1A2A3A4 representing the autonomous mobile device, for example, the width of the drivable area is equal to or approximately equal to the short side of the rectangle representing the autonomous mobile device, then it can be determined that the actual scene road condition corresponding to the current stitching path is a special road condition, and the special road condition may include that the autonomous mobile device needs to move along an obstacle (such as a wall) to pass through the actual scene corresponding to the current stitching path. Considering that there may be errors when sensing devices (such as cameras and laser sensors) detect obstacles, in special road condition scenarios such as this example, the left and right safety distances corresponding to the current stitching path can be set to negative numbers, such as Figure 4 As shown, the safety distance on the left side of the current splicing path can be set to -L1, the safety distance on the right side to -L2, the safety distance in front to L3, and the safety distance in the back to L4, to ensure that the robot can continue to perform subsequent collision detection methods in this special road condition. At this time, the safety area formed by the four safety distances L1-L4 is Figure 4 The gray area shown is the area between rectangle A1A2A3A4 and rectangle B1B2B3B4.

[0032] To facilitate understanding of the application scenarios of negative safety distances, an example is provided here for illustration, for a scenario where an autonomous mobile device needs to move close to an obstacle (e.g. Figure 4 As shown in the figure, the actual distance between the obstacle and the autonomous mobile device is Lr, but the sensor may detect that the distance between the obstacle and the autonomous mobile device is Ld (Ld is less than or equal to Lr). At this time, if the left and right safety distances of the autonomous mobile device are set to zero or a value greater than zero, collision detection will be performed according to the subsequent collision detection method, and it will be misjudged that there is a collision risk between the autonomous mobile device and the obstacle in the scenario where the autonomous mobile device needs to move close to the obstacle, thereby controlling the autonomous mobile device to stop. However, in fact, the autonomous mobile device can move close to the obstacle in the scenario where the autonomous mobile device needs to move close to the obstacle. Therefore, the left and right safety distances corresponding to the current splicing path corresponding to the scenario where the autonomous mobile device needs to move close to the obstacle can be set to a negative number, such as Figure 4 As shown, the problem of the autonomous mobile device stopping due to sensor errors in a scenario where it can move forward is avoided, thereby ensuring that the autonomous mobile device can move normally in special scenarios such as the autonomous mobile device needs to move close to an obstacle.

[0033] During the movement of the autonomous mobile device, the safety distance corresponding to the stitching path where the autonomous mobile device is currently located can be obtained based on the pre-established mapping relationship between the stitching path and the safety distance. The safety distance corresponding to the current stitching path is predetermined based on the actual scene corresponding to the current stitching path.

[0034] Step S120 , calculating new contour points of the autonomous mobile device in the motion coordinate system according to the contour points of the autonomous mobile device in the vehicle body coordinate system, and the new contour points of the autonomous mobile device form a new contour of the autonomous mobile device.

[0035] The current moving direction of the autonomous mobile device (the moving direction of the current speed) can be obtained; the angle between the current moving direction and the front of the autonomous mobile device can be determined; and the new contour points of the autonomous mobile device in the moving coordinate system can be calculated based on the angle and the contour points of the autonomous mobile device in the vehicle body coordinate system. The front of the autonomous mobile device can be represented by the angle between the front direction of the autonomous mobile device and the x-axis of the vehicle body coordinate system. For an example, please refer to Figure 5 , Figure 5 The O in it represents the center of the rear axle of the autonomous mobile device. Rectangle A1A2A3A4 is a rectangle representing the autonomous mobile device, the solid white arrow represents the front of the autonomous mobile device, and the coordinate system X1-O-Y1 represents the vehicle body coordinate system. Rectangle D1D2D3D4 is a rectangle formed by the new contour point, the solid black arrow represents the current direction of movement of the autonomous mobile device, and the coordinate system X2-O-Y2 represents the motion coordinate system. The angle between the current direction of movement and the front of the autonomous mobile device is a, that is, the current angle between the motion coordinate system and the vehicle body coordinate system is a, (x, y) represents the coordinates of the contour vertices of the autonomous mobile device in the vehicle body coordinate system, (X, Y) represents the coordinates of the contour vertices of the autonomous mobile device in the motion coordinate system, then the method of calculating the new contour points of the autonomous mobile device can be shown in the following expression:

[0036] X=xcos(a)-ysin(a)

[0037] Y=xsin(a)+ycos(a)

[0038] like Figure 5 As shown in the figure, the coordinates of the contour points A1, A2, A3, and A4 of the autonomous mobile device in the vehicle body coordinate system can be converted according to the above expression to obtain the following: Figure 5 The coordinates of the new contour points D1, D2, D3, and D4 are shown.

[0039] Through the coordinate system conversion operation, the collision detection method provided in the embodiment of the present application can be compatible with motion models such as the Ackerman model, the differential model, and the omnidirectional model, thereby improving the versatility of the collision detection method provided in the embodiment of the present application. It should be noted that when the autonomous mobile device adopts a differential model, the angle between the vehicle body coordinate system and the motion coordinate system is 0 degrees.

[0040] The autonomous mobile device is equipped with multiple sensors, which may include laser sensors, cameras, point laser sensors, and ultrasonic sensors. During the movement of the autonomous mobile device, multiple sensors may be used to fuse and sense obstacles in the obstacle detection area and around the autonomous mobile device, and obtain all contour points of the obstacles in the vehicle coordinate system; according to all contour points of the obstacles in the vehicle coordinate system, all new contour points of the obstacles in the motion coordinate system are calculated, and the new contour of the obstacle formed by all new contour points of the obstacles is used for subsequent collision detection. Among them, the obstacle detection area can be pre-set based on comprehensive consideration of multiple directions such as the detection range of the actual sensor, the safety distance, and the amount of calculated data. For example, the obstacle detection area can be an area formed by expanding 4 meters forward and backward and 2 meters left and right with the rectangle representing the autonomous mobile device as the center. The obstacle detection area is larger than the emergency stop area, soft stop area, and deceleration area mentioned later. When performing obstacle perception later, only obstacles in the obstacle detection area can be detected, thereby reducing the amount of calculation while ensuring the safety of the autonomous mobile device. The method of calculating all new contour points of the obstacle is the same as the method of calculating new contour points of the autonomous mobile device. Please refer to the above related content and will not be repeated here.

[0041] Step S130 , constructing an emergency stop area, a soft stop area and a deceleration area in sequence according to the new profile, current speed and preset parameters of the autonomous mobile device.

[0042] In an embodiment of the present application, the emergency stop area can be constructed in the following manner: the first stopping distance corresponding to the emergency stop area is calculated based on the safety distance, the first maximum deceleration, the speed compensation parameter and the current speed; the emergency stop area is constructed based on the new outline of the autonomous mobile device and the first stopping distance.

[0043] Among them, the first stopping distance of the new contour in the four directions of front, back, left and right can be calculated respectively according to the safety distance in the four directions of front, back, left and right corresponding to the current splicing path, the first maximum deceleration, the speed compensation parameter and the current speed, and four first stopping distances can be obtained, one first stopping distance corresponding to each direction.

[0044] For example, the first parking distances in the four directions of the front, rear, left, and right of the new profile can be calculated according to the following expressions:

[0045] d1=v*v / 2 / a1+s1+offset*v

[0046] d2=v*v / 2 / a1+s2+offset*v

[0047] d3=v*v / 2 / a1+s3+offset*v

[0048] d4=v*v / 2 / a1+s4+offset*v

[0049] Among them, d1 represents the first stopping distance corresponding to the front; d2 represents the first stopping distance corresponding to the rear; d3 represents the first stopping distance corresponding to the left; d4 represents the first stopping distance corresponding to the rear; v represents the current speed; a1 represents the first maximum deceleration; s1 represents the safety distance corresponding to the front; s2 represents the safety distance corresponding to the rear; s3 represents the safety distance corresponding to the left; s2 represents the safety distance corresponding to the rear; offset represents the speed compensation parameter.

[0050] After obtaining the four first stopping distances, the first stopping distance corresponding to the front can be expanded forward, the first stopping distance corresponding to the rear can be expanded backward, the first stopping distance corresponding to the left can be expanded to the left, and the first stopping distance corresponding to the right can be expanded to the right to form the first area. The emergency stop area is the area in the first area except the area occupied by the new outline and the above safety area. For examples, please refer to Figure 6 , the black solid arrow indicates the movement direction of the autonomous mobile device, the rectangle D1D2D3D4 indicates the new contour, the rectangle E1E2E3E4 indicates the safety area, the rectangle F1F2F3F4 is the first area, and the oblique line filled area between the rectangle E1E2E3E4 and the rectangle F1F2F3F4 is the emergency stop area.

[0051] In an embodiment of the present application, a soft stop area can be constructed in the following manner: the second stopping distance corresponding to the emergency stop area is calculated based on the safety distance, the second maximum deceleration, the speed compensation parameter and the current speed; and the emergency stop area is constructed based on the new profile of the autonomous mobile device and the second stopping distance.

[0052] Among them, the second stopping distances of the new profile in the four directions of front, back, left, and right can be calculated according to the safety distances in the four directions of front, back, left, and right corresponding to the current splicing path, the second maximum deceleration, the speed compensation parameter, and the current speed, and four second stopping distances are obtained, one for each direction. The second stopping distances in the four directions of front, back, left, and right are respectively smaller than the first stopping distances corresponding to the four directions of front, back, left, and right.

[0053] For example, the second parking distance in the four directions of the front, rear, left, and right of the new profile can be calculated according to the following expressions:

[0054] d5=v*v / 2 / a2+s1+offset*v

[0055] d6=v*v / 2 / a2+s2+offset*v

[0056] d7=v*v / 2 / a2+s3+offset*v

[0057] d8=v*v / 2 / a2+s4+offset*v

[0058] Among them, d5 represents the second stopping distance corresponding to the front; d6 represents the second stopping distance corresponding to the rear; d7 represents the second stopping distance corresponding to the left; d8 represents the second stopping distance corresponding to the rear; v represents the current speed; a2 represents the second maximum deceleration; s1 represents the safety distance corresponding to the front; s2 represents the safety distance corresponding to the rear; s3 represents the safety distance corresponding to the left; s2 represents the safety distance corresponding to the rear; offset represents the speed compensation parameter.

[0059] After obtaining the four first stopping distances, the second stopping distance corresponding to the front can be expanded forward, the second stopping distance corresponding to the rear can be expanded backward, the second stopping distance corresponding to the left can be expanded to the left, and the second stopping distance corresponding to the right can be expanded to the right to form a second area. The soft stop area is the area in the second area except the area occupied by the new outline, the above safety area and the above emergency stop area (that is, the area in the second area except the above first area is the soft stop area). For examples, please refer to Figure 6 , the black solid arrow indicates the moving direction of the autonomous mobile device, the rectangle F1F2F3F4 is the first area, the rectangle G1G2G3G4 is the second area, and the horizontal line filled area between the rectangle G1G2G3G4 and the rectangle F1F2F3F4 is the soft stop area.

[0060] It should be noted that since the emergency stop area and soft stop area in the embodiment of the present application are related to the current speed of the autonomous mobile device, the emergency stop area and soft stop area corresponding to different current speeds are different. Taking the first stopping distance and the second stopping distance corresponding to the front as an example, the first stopping distances corresponding to different current speeds are shown in Table 1, and the second stopping distances corresponding to different current speeds are shown in Table 2.

[0061] Table 1

[0062]

[0063] Table 2

[0064]

[0065] m / s in Table 1 and Table 2 is in meters per second, m is in meters, s is in seconds, offset in Table 1 and Table 2 is 4 seconds, a1 is 2 meters per second squared, and a2 is 3.5 meters per second squared. As shown in Table 1, the first stopping distance in front is the sum of the braking distance corresponding to the emergency stop, the speed compensation distance, and the safety distance in front. As shown in Table 2, the second stopping distance in front is the sum of the braking distance corresponding to the soft stop, the speed compensation distance, and the safety distance in front.

[0066] By adjusting the size of the emergency stop area and the soft stop area in real time according to the current speed, the calculation amount can be adjusted in real time while ensuring the movement safety of the autonomous mobile device, and the resources of the autonomous mobile device can be reasonably used. In addition, the soft stop area is set, and when an obstacle is detected in the soft stop area, the second maximum deceleration of the soft stop area is triggered to stop the vehicle. This can ensure that the vehicle stops as smoothly as possible while ensuring the movement safety of the autonomous mobile device, and prevent objects loaded on the autonomous mobile device (such as goods or pallets for loading goods) from sliding off due to an emergency stop.

[0067] In the embodiment of the present application, the deceleration area can be constructed in the following manner: according to the new profile and deceleration distance of the autonomous mobile device, the deceleration area is constructed. The deceleration area includes the deceleration distances in the four directions of front, back, left, and right. Similar to the safety distance, the deceleration distance corresponding to each direction is set according to the actual scene corresponding to the current splicing path, which can cope with various actual scenes to improve the versatility and flexibility of the collision detection method.

[0068] In some embodiments, the deceleration distances in the four directions of front, back, left, and right are respectively greater than the first parking distances corresponding to the four directions of front, back, left, and right. The new contour can be used as the center to expand the corresponding deceleration distance in the front, the corresponding deceleration distance in the rear, the corresponding deceleration distance in the left, and the corresponding deceleration distance in the right to form a third area. The area in the third area except for the second area (i.e., the union of the area occupied by the new contour, the safety area, the emergency stop area, and the soft stop area) is the deceleration area. For examples, please refer to Figure 6 , the black solid arrow indicates the moving direction of the autonomous mobile device, rectangle H1H2H3H4 is the third area, rectangle G1G2G3G4 is the second area, and the vertical line filled area between rectangle H1H2H3H4 and rectangle H1H2H3H4 is the deceleration area.

[0069] In other embodiments, after the soft stop area, the corresponding deceleration distance in the front may be expanded forward with the soft stop area as the center, the corresponding deceleration distance in the rear may be expanded backward, the corresponding deceleration distance in the left may be expanded to the left, and the corresponding deceleration distance in the right may be expanded to the right. This time, the range expanded forward, backward, left and right with the soft stop area as the center forms a deceleration area, such as Figure 6 The rectangle H1H2H3H4 shown and the vertical line filled area between the rectangles H1H2H3H4 are the deceleration areas.

[0070] In some embodiments, to simplify calculations, emergency stop areas, soft stop areas, and deceleration areas may be constructed only in the direction of motion. Figure 7 , the new contour D1D2D3D4 can be used to approach the direction of motion of the new contour (such as Figure 7 The side D1D2 of the new contour (in the direction indicated by the black solid arrow shown in the figure) is used as the expansion starting point, and the width of the safety area E1E2E3E4 is used as the expansion width. The first corresponding stopping distance is expanded in the current moving direction of the new contour (i.e., in front of the new contour) to form the first area F1F2F3F4. The oblique line filled area E1E2E3E4 in the first area F1F2F3F4 except the safety area is the emergency stop area. The new contour D1D2D3D4 can be moved close to the moving direction of the new contour (such as Figure 7 The side D1D2 of the new contour (in the direction indicated by the black solid arrow) is used as the expansion starting point, and the width of the safety area E1E2E3E4 is used as the expansion width. The corresponding second stopping distance in front is expanded in the current moving direction of the new contour to form a second area G1G2F3F4. The horizontal line filling area G1G2F2F1 in the second area G1G2F3F4 except the first area F1F2F3F4 is a soft stop area. In some embodiments, the corresponding deceleration distance in front is greater than the corresponding first stopping distance in front, and the new contour D1D2D3D4 can be moved closer to the moving direction of the new contour (such as Figure 7 The side D1D2 of the new contour (in the direction indicated by the black solid arrow shown in the figure) is used as the expansion starting point, the width of the safety area E1E2E3E4 is used as the expansion width, and the corresponding deceleration distance in front is expanded toward the current movement direction of the new contour to form a third area H1H2F3F4. The horizontal line filled area H1H2G2G1 in the third area H1H2F3F4 except the second area G1G2F3F4 is the deceleration area.

[0071] It should be noted that although the above implementation is described for one deceleration area, in actual application, multiple deceleration areas can be set according to actual needs. The construction method of each deceleration area is similar. Please refer to the above deceleration area construction part, which will not be repeated here.

[0072] Step S140, performing collision detection according to the emergency stop area, the soft stop area and the deceleration area.

[0073] In an embodiment of the present application, the safety protection strategy corresponding to the emergency stop area may include: performing a parking operation according to a first maximum deceleration. The safety protection strategy corresponding to the soft stop area may include: performing a parking operation according to a second maximum deceleration. The safety protection strategy corresponding to the deceleration area may include: performing a deceleration operation according to a speed limit corresponding to the deceleration area, wherein the speed limit may include but is not limited to a maximum speed limit and a maximum acceleration limit, etc.

[0074] In some embodiments, if (the new outline of) an obstacle is detected in the emergency stop area, the safety protection strategy corresponding to the emergency stop area is triggered; if (the new outline of) an obstacle is detected in the soft stop area, the safety protection strategy corresponding to the soft stop area is triggered; if (the new outline of) an obstacle is detected in the deceleration area, the safety protection strategy corresponding to the deceleration area is triggered.

[0075] In some implementations, the response levels of the emergency stop area, the soft stop area, and the deceleration area may be set to decrease in sequence. If the obstacle (new outline) is detected in at least two of the emergency stop area, the soft stop area, and the deceleration area, the safety protection strategy corresponding to the area with the highest response level in the at least two areas is triggered, thereby coping with the situation where obstacles are detected in at least two areas at the same time.

[0076] The collision detection method provided in the embodiment of the present application can convert the contour points of the autonomous mobile device in the vehicle body coordinate system into new contour points in the motion coordinate system, and construct the emergency stop area, soft stop area and deceleration area in real time according to the new contour formed by the contour points of the autonomous mobile device, the current speed and preset parameters, and perform collision detection according to the constructed emergency stop area, soft stop area and deceleration area, so that suddenly appearing obstacles can be detected quickly and accurately, so as to make a quick response to the suddenly appearing obstacles, thereby ensuring the movement safety of the autonomous mobile device. Compared with the current map-based collision detection method, the collision detection method in the embodiment of the present application has a low degree of dependence on the positioning module, and will not be affected by the map resolution, and the collision detection accuracy is higher. Compared with the current method of collision detection based on the radar's own PLC, the collision detection method in the embodiment of the present application has a simple calculation logic, can cope with various application scenarios, and has high versatility.

[0077] See also Figure 8 , Figure 8A flow chart of a collision detection method provided by an exemplary embodiment of the present application is shown. A laser sensor, a camera, an ultrasonic sensor, and a point laser sensor are installed on the autonomous mobile device. The laser sensor transmits the acquired laser data to the autonomous mobile device. The camera transmits the acquired camera data to the autonomous mobile device. The ultrasonic sensor transmits the acquired ultrasonic data to the autonomous mobile device. The point laser sensor transmits the acquired point laser data to the autonomous mobile device in real time. The autonomous mobile device obtains all the contour points of the obstacle according to the laser data, camera data, ultrasonic data, and point laser data through the obstacle perception module, and performs collision detection based on all the contour points of the obstacle. If an obstacle is detected in the emergency stop area, the autonomous mobile device adopts an emergency stop strategy and immediately decelerates using the first maximum deceleration; if an obstacle is detected in the soft stop area, the autonomous mobile device adopts a soft stop strategy and immediately decelerates using the second maximum deceleration; if an obstacle is detected in the deceleration area, the autonomous mobile device adopts a deceleration strategy and decelerates using the speed limit corresponding to the deceleration area.

[0078] See also Fig. 9 , Fig. 9 The schematic diagram of the structure of the collision detection device provided by the embodiment of the present application is shown. The collision detection device 100 can be applied to an autonomous mobile device, such as an AGV or an AMR. The collision detection device 100 may include a contour point acquisition module 110, a coordinate calculation module 120, an area construction module 130 and a collision detection module 140. Among them, the contour point acquisition module 110 is used to acquire the contour points of the autonomous mobile device in the vehicle body coordinate system. The coordinate calculation module 120 is used to calculate the new contour points of the autonomous mobile device in the motion coordinate system according to the contour points of the autonomous mobile device in the vehicle body coordinate system, and the new contour points of the autonomous mobile device form the new contour of the autonomous mobile device. The area construction module 130 is used to sequentially construct an emergency stop area, a soft stop area and a deceleration area according to the new contour of the autonomous mobile device. The collision detection module 140 is used to perform collision detection according to the emergency stop area, the soft stop area and the deceleration area.

[0079] In some embodiments, the coordinate calculation module 120 is also used to obtain the current movement direction of the autonomous mobile device; determine the angle between the current movement direction and the front of the autonomous mobile device; and calculate the new contour points of the autonomous mobile device in the motion coordinate system based on the angle and the contour points of the autonomous mobile device in the vehicle body coordinate system.

[0080] In some embodiments, the area construction module 130 is further used to calculate a first stopping distance corresponding to the emergency stop area according to the safety distance, the first maximum deceleration, the speed compensation parameter and the current speed; and construct the emergency stop area according to the new profile of the autonomous mobile device and the first stopping distance.

[0081] In some embodiments, the area construction module 130 is also used to calculate a second stopping distance corresponding to the emergency stop area based on the safety distance, the second maximum deceleration, the speed compensation parameter and the current speed; and construct the emergency stop area based on the new profile of the autonomous mobile device and the second parking distance.

[0082] In some embodiments, the area construction module 130 is also used to obtain the safety distance corresponding to the stitching path where the autonomous mobile device is currently located based on a pre-established mapping relationship between the stitching path and the safety distance, wherein the stitching path comes from the global path of the autonomous mobile device, and different stitching paths correspond to different safety distances.

[0083] In some embodiments, the area construction module 130 is further configured to construct a deceleration area according to the new profile of the autonomous mobile device and the deceleration distance.

[0084] In some embodiments, the collision detection module 140 is further configured to trigger the safety protection strategy corresponding to the emergency stop area if an obstacle is detected in the emergency stop area; trigger the safety protection strategy corresponding to the soft stop area if the obstacle is detected in the soft stop area; and trigger the safety protection strategy corresponding to the deceleration area if the obstacle is detected in the deceleration area.

[0085] In some embodiments, the collision detection module 140 is further used to trigger a safety protection strategy corresponding to the area with the highest response level among the at least two areas if the obstacle is detected in at least two areas of the emergency stop area, the soft stop area and the deceleration area.

[0086] In some embodiments, the contour point acquisition module 110 is also used to obtain the contour points of the obstacle in the vehicle body coordinate system; based on the contour points of the obstacle in the vehicle body coordinate system, new contour points of the obstacle in the motion coordinate system are calculated, and the new contour points of the obstacle form a new contour of the obstacle, and the new contour of the obstacle is used for collision detection.

[0087] In some embodiments, the contour point acquisition module 110 is further configured to use a plurality of sensors to fuse and sense the obstacles around the autonomous mobile device, and obtain contour points of the obstacles in a vehicle body coordinate system.

[0088] Those skilled in the art can clearly understand that the collision detection device provided in the embodiment of the present application can implement the collision detection method provided in the embodiment of the present application. The specific working process of the above-described device and module can refer to the corresponding process of the method in the embodiment of the present application, which will not be repeated here.

[0089] In the embodiments provided in the present application, the coupling, direct coupling or communication connection between the modules shown or discussed may be indirect coupling or communication coupling through some interfaces, devices or modules, and may be electrical, mechanical or other forms, and the embodiments of the present application do not impose specific limitations on this.

[0090] In addition, each functional module in the embodiment of the present application can be integrated into one processing module, or each module can exist physically separately, or two or more modules can be integrated into one module. The above integrated modules can be implemented in the form of hardware or in the form of software functional modules.

[0091] See also Fig.10 , Fig.10 The schematic diagram of the structure of the autonomous mobile device provided in the embodiment of the present application is shown. The autonomous mobile device 200 may be a device with autonomous mobile capability, and the autonomous mobile device 200 may include but is not limited to an AGV or an AMR. The autonomous mobile device 200 may include a memory 210 and a processor 220, wherein an application is stored in the memory 210, and the application is configured to execute the method provided in the embodiment of the present application when called by the processor 220.

[0092] The processor 220 may include one or more processing cores. The processor 220 uses various interfaces and lines to connect various parts of the entire autonomous mobile device 200, and is used to run or execute instructions, programs, code sets or instruction sets stored in the memory 210, and call to run or execute data stored in the memory 210, perform various functions of the autonomous mobile device 200, and process data.

[0093] The processor 220 can be implemented in at least one of the following hardware forms: digital signal processing (DSP), field programmable gate array (FPGA), and programmable logic array (PLA). The processor 220 can integrate one or a combination of a central processing unit (CPU), a graphics processing unit (GPU), and a modem. Among them, the CPU mainly processes the operating system, user interface, and application programs; the GPU is responsible for rendering and drawing display content; and the modem is used to process wireless communications. It is understandable that the above-mentioned modem may not be integrated into the processor 220, but may be implemented separately through a communication chip.

[0094] The memory 210 may include a random access memory (RAM) or a read-only memory (ROM). The memory 210 may be used to store instructions, programs, codes, code sets or instruction sets. The memory 210 may include a program storage area and a data storage area. The program storage area may store instructions for implementing an operating system, instructions for implementing at least one function, instructions for implementing the above-mentioned various method embodiments, etc. The data storage area may store data created by the autonomous mobile device 200 during use, etc.

[0095] An embodiment of the present application also provides a computer-readable storage medium, on which a program code is stored. The program code is configured to execute the method provided in the embodiment of the present application when called by a processor.

[0096] The computer-readable storage medium may be an electronic memory such as a flash memory, an electrically erasable programmable read-only memory (EEPROM), an erasable programmable read-only memory (EPROM), a hard disk or a ROM.

[0097] In some embodiments, the computer readable storage medium includes a non-volatile computer readable medium (Non-Transitory Computer-Readable Storage Medium, referred to as Non-TCRSM). The computer readable storage medium has a storage space for the program code that executes any method step in the above method. These program codes can be read from or written into one or more computer program products. The program code can be compressed in an appropriate form.

[0098] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A collision detection method, characterized in that: include: Obtain the contour points, current speed, and preset parameters of the autonomous mobile device in the vehicle body coordinate system; Calculating new contour points of the autonomous mobile device in a motion coordinate system according to the contour points of the autonomous mobile device in a vehicle body coordinate system, wherein the new contour points of the autonomous mobile device form a new contour of the autonomous mobile device; sequentially constructing an emergency stop area, a soft stop area, and a deceleration area according to the new profile of the autonomous mobile device, the current speed, and the preset parameters; Collision detection is performed according to the emergency stop area, the soft stop area, and the deceleration area.

2. The method according to claim 1, characterized in that: The step of calculating new contour points of the autonomous mobile device in a motion coordinate system according to the contour points of the autonomous mobile device in a vehicle body coordinate system comprises: Acquiring a current moving direction of the autonomous mobile device; Determine the angle between the current moving direction and the front of the autonomous mobile device; New contour points of the autonomous mobile device in the motion coordinate system are calculated according to the included angle and the contour points of the autonomous mobile device in the vehicle body coordinate system.

3. The method according to claim 1, characterized in that The preset parameters include a preset safety distance, a first maximum deceleration, and a speed compensation parameter. The step of constructing an emergency stop area according to the new profile of the autonomous mobile device, the current speed and driving speed, and the preset parameters includes: Calculating a first stopping distance corresponding to an emergency stop area according to the safety distance, the first maximum deceleration, the speed compensation parameter, and the current speed; The emergency stop area is constructed according to the new profile of the autonomous mobile device and the first stopping distance.

4. The method according to claim 3, characterized in that The preset parameters further include a second maximum deceleration, which is smaller than the first maximum deceleration. The step of constructing a soft stop area according to the new profile of the autonomous mobile device, the current speed and the driving and the preset parameters includes: Calculating a second stopping distance corresponding to the emergency stop area according to the safety distance, the second maximum deceleration, the speed compensation parameter, and the current speed; The emergency stop area is constructed according to the new profile of the autonomous mobile device and the second stopping distance.

5. The method according to claim 3 or 4, characterized in that: The step of obtaining a preset safety distance comprises: According to the pre-established mapping relationship between the stitching path and the safety distance, the safety distance corresponding to the stitching path where the autonomous mobile device is currently located is obtained. The stitching path comes from the global path of the autonomous mobile device, and different stitching paths correspond to different safety distances.

6. The method according to claim 5, characterized in that The safety distance corresponding to the current splicing path is predetermined according to an actual scene corresponding to the current splicing path.

7. The method according to claim 1, characterized in that The preset parameters also include a preset deceleration distance. The step of constructing a deceleration area according to the new profile of the autonomous mobile device, the current speed and travel, and the preset parameters includes: A deceleration area is constructed according to the new profile of the autonomous mobile device and the deceleration distance.

8. The method according to claim 1, characterized in that The step of performing collision detection according to the emergency stop area, the soft stop area and the deceleration area comprises: If an obstacle is detected in the emergency stop area, a safety protection strategy corresponding to the emergency stop area is triggered; If the obstacle is detected in the soft stop area, a safety protection strategy corresponding to the soft stop area is triggered; If the obstacle is detected in the deceleration area, a safety protection strategy corresponding to the deceleration area is triggered.

9. The method according to claim 1 or 8, characterized in that: The response levels of the emergency stop area, the soft stop area, and the deceleration area are sequentially decreased, and the step of performing collision detection according to the emergency stop area, the soft stop area, and the deceleration area further includes: If the obstacle is detected in at least two of the emergency stop area, the soft stop area, and the deceleration area, a safety protection strategy corresponding to the area with the highest response level among the at least two areas is triggered.

10. The method according to claim 1, characterized in that The contour points of the autonomous mobile device include four vertices of a rectangle representing the autonomous mobile device, the length of the rectangle is greater than or equal to the maximum length of the autonomous mobile device, and the width of the rectangle is greater than or equal to the maximum width of the autonomous mobile device.

11. The method according to claim 1, characterized in that: Before the step of performing collision detection according to the emergency stop area, the soft stop area, and the deceleration area, the method further includes: Get the outline points of the obstacle in the vehicle coordinate system; According to the contour points of the obstacle in the vehicle body coordinate system, new contour points of the obstacle in the motion coordinate system are calculated. The new contour points of the obstacle form a new contour of the obstacle, and the new contour of the obstacle is used for collision detection.

12. The method according to claim 11, characterized in that The step of obtaining the contour points of the obstacle in the vehicle body coordinate system comprises: A plurality of sensors are used to fuse and sense the obstacles around the autonomous mobile device, and contour points of the obstacles in a vehicle body coordinate system are obtained.

13. A collision detection device, characterized in that: include: A contour point acquisition module, used to acquire contour points of the autonomous mobile device in the vehicle body coordinate system; A coordinate calculation module, used to calculate new contour points of the autonomous mobile device in a motion coordinate system according to the contour points of the autonomous mobile device in a vehicle body coordinate system, wherein the new contour points of the autonomous mobile device form a new contour of the autonomous mobile device; an area construction module, for sequentially constructing an emergency stop area, a soft stop area, and a deceleration area according to a new profile of the autonomous mobile device; The collision detection module is used to perform collision detection according to the emergency stop area, the soft stop area and the deceleration area.

14. An autonomous mobile device, characterized in that: include: A memory and a processor, wherein an application is stored in the memory, and the application is configured to execute the method according to any one of claims 1 to 12 when called by the processor.

15. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores program code, and the program code is configured to execute the method according to any one of claims 1 to 12 when called by a processor.

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