Omni-directional moving vehicle chassis for automatic driving test and vehicle

Abstract

The invention relates to the technical field of automatic driving, in particular to an omni-directional moving vehicle chassis for an automatic driving test and a vehicle. The chassis comprises a chassis frame, two driving wheels, two driven wheels, two driving mechanisms, a control unit and an environment sensing system. The environment sensing system is used for collecting environment information of the current position of the vehicle and sending the collected environment information to the control unit. The control unit plans an operation path of the current chassis according to the environment information and generates a corresponding motion control signal according to the operation path; the control unit is further used for generating a motion driving signal according to the motion control signal and sending the motion driving signal to the driving mechanism so as to drive the vehicle to move. It can be seen that the vehicle chassis is additionally provided with the environment sensing system, the current environment information of the vehicle can be collected, the driving signal planned according to the environment information can accurately control the vehicle to reach the target position, and the control precision of the vehicle chassis is improved.

Description

Technical Field

[0001] The present application relates to the field of autonomous driving technology, and in particular to an omnidirectional motion vehicle chassis and a vehicle for autonomous driving testing. Background Art

[0002] Autonomous driving technology is developing rapidly, and safety and reliability are key factors in the popularization of autonomous driving technology. Among the related technologies, the main methods for testing autonomous driving technology are closed-field testing. Closed-field testing is a test of autonomous driving vehicles in a controlled environment to ensure their performance and safety under various predetermined conditions. Closed-field testing provides a safe and controllable environment that allows engineers to test autonomous driving systems under repeatable conditions. The advantages of closed-field testing methods are to reduce the risk of public road testing, improve the repeatability of testing, and reduce costs and resource consumption. In addition, the test scenarios of closed-field testing can be quickly built and changed, which can improve test efficiency. In closed-field testing, the sports chassis can be equipped with props such as simulated pedestrians, vehicles and traffic signal signs, which provides more realistic dynamic simulation objects for testing and constructs more realistic test scenarios, thereby increasing the authenticity, diversity and repeatability of the test environment. The control accuracy and movement flexibility of the chassis are key factors in simulating the behavior of real traffic participants. However, the existing chassis has shortcomings in many aspects.

[0003] The lack of control accuracy of existing chassis limits the ability to simulate real pedestrians or other traffic participants, which makes it impossible to accurately replicate the movement speed and path changes of pedestrians; the lack of movement flexibility affects its simulation effect in complex traffic scenarios. In addition, the automatic obstacle avoidance function of most existing chassis is also immature, and they are usually unable to effectively handle complex traffic situations, such as multi-vehicle interactions or unpredictable pedestrian behavior, which increases safety risks during testing. Finally, most existing chassis do not have mature group scheduling functions, which limits their ability to simulate complex traffic scenarios. Chassis lacking group scheduling functions are difficult to coordinate control to achieve precise time synchronization and unified decision-making, which poses a hidden danger to the collaborative execution of tasks by multiple chassis. These deficiencies limit the authenticity of the test scenarios, thereby affecting the evaluation effect of the perception system and decision-making algorithm of autonomous driving vehicles. Summary of the invention

[0004] The present application provides an omnidirectional motion vehicle chassis and a vehicle for autonomous driving testing, which are used to solve the technical problem of low motion control accuracy of the vehicle chassis in the related art.

[0005] In a first aspect, the present application provides an omnidirectional vehicle chassis for autonomous driving testing, comprising a chassis frame, two driving wheels, two driven wheels, two driving mechanisms, a control unit, and an environment perception system;

[0006] The driving wheel and the driven wheel are both arranged on the chassis frame, and the two driving wheels are on the same diagonal line. The two driving mechanisms are respectively arranged on the chassis frame at positions close to the two driving wheels. The driving mechanisms are used to receive a motion driving signal, and the motion driving signal is used to drive the driving mechanism to work, thereby driving the driving wheel to move;

[0007] The environment perception system is arranged on the chassis frame, and is used to collect environment information of the current position of the vehicle and send the collected environment information to the control unit;

[0008] The control unit is used to plan a running path of the current chassis according to the environmental information, and generate a corresponding motion control signal according to the running path;

[0009] The control unit is arranged on the chassis frame, and the control unit is further used to generate the motion drive signal according to the motion control signal, and send the motion drive signal to the drive mechanism.

[0010] In a possible design, the environment perception system includes: one or more of a laser radar, a GNSS positioning device, an IMU inertial sensor, and an image sensor;

[0011] Wherein, the laser radar is used to collect point cloud information of the surrounding environment of the current location;

[0012] The GNSS positioning device is used to obtain the current first position information of the vehicle chassis;

[0013] The inertial sensor is used to obtain the current angular velocity, linear acceleration and posture information of the vehicle chassis;

[0014] The image sensor is used to collect image information of the surrounding environment of the current location.

[0015] In one possible design, the control unit includes a position information determination unit, an information fusion unit, and a path planning unit;

[0016] The position information determination unit is used to generate second position information according to the point cloud information obtained by the laser radar; the position information determination unit is also used to generate third position information according to the current angular velocity, linear acceleration and posture information of the chassis; the position information determination unit is also used to generate fourth position information according to the image information of the current environment;

[0017] The information fusion unit is used to perform information fusion processing on the first position information, the second position information, the third position information and the fourth position information to obtain optimized position information of the chassis;

[0018] The path planning unit is used to generate the running path according to the position information of the chassis and the surrounding environment information.

[0019] In a possible design, an encoder is further included; the driving mechanism includes a motor; the encoder is connected to an output shaft of the motor;

[0020] The control unit is further used to receive the displacement information collected by the encoder and perform position calibration on the motor according to the displacement information.

[0021] In a possible design, the driving mechanism further includes a reducer and a transmission mechanism;

[0022] The control end of the motor is connected to the control output end of the control unit, the rotating shaft of the motor is connected to the rotating shaft of the reducer, and the rotating shaft of the reducer is connected to the rotating shaft of the driving wheel through the transmission mechanism to drive the driving wheel to operate.

[0023] In a possible design, the host computer is further used to generate a position scheduling task, and according to the position scheduling task, a group scheduling algorithm is used to allocate the position scheduling task to the target vehicle chassis according to the current state information of each vehicle chassis;

[0024] The control unit of the target vehicle chassis is further used to convert the target position in the virtual scene included in the position scheduling task to the target position under the vehicle chassis coordinates according to the position scheduling task, and match the virtual scene with the actual scene through the current position information and environmental information of the vehicle chassis fed back by the environmental perception system, and control the vehicle chassis to move to the target position under the vehicle chassis coordinates;

[0025] The current status information of the vehicle chassis includes the current position information of the vehicle chassis, the posture of the chassis, the remaining power, the movement speed information and the current surrounding environment information.

[0026] In one possible design, the control unit further includes an automatic obstacle avoidance system;

[0027] The automatic obstacle avoidance system is used to determine whether there is an obstacle on the running path based on the feedback of the position information of the vehicle chassis and the environmental information, and if so, to generate an obstacle avoidance control signal; if not, to generate the motion control signal; the control unit is also used to generate an obstacle avoidance action instruction based on the obstacle avoidance control signal, and send the obstacle avoidance action instruction to the drive mechanism; the drive mechanism is used to complete the obstacle avoidance operation according to the obstacle avoidance action instruction.

[0028] In a second aspect, the present application also provides a vehicle for autonomous driving testing, the vehicle comprising a vehicle chassis as described in any one of the above items.

[0029] In a third aspect, the present application also provides a vehicle, comprising an omnidirectional vehicle chassis as described in any one of the above items and a vehicle.

[0030] According to the omnidirectional motion vehicle chassis for autonomous driving testing provided in the first aspect above, it includes a chassis frame, two active wheels, two driven wheels, two driving mechanisms, a control unit and an environmental perception system. Among them, the environmental perception system is arranged on the chassis frame, and the environmental perception system is used to collect environmental information of the current position of the vehicle, and send the collected environmental information to the control unit; the control unit is used to plan the running path of the current chassis according to the environmental information, and generate a corresponding motion control signal according to the running path; the control unit is arranged on the chassis frame; the control unit is used to generate a motion drive signal according to the motion control signal, and send the motion drive signal to the drive mechanism to drive the vehicle to move. It can be seen that the vehicle chassis of the present application has added an environmental perception system, which can collect the current environmental information of the vehicle, so that the drive signal planned according to the environmental information can accurately control the vehicle to reach the target position, thereby improving the control accuracy of the vehicle chassis.

[0031] Based on the implementations provided in the above aspects, this application can also be further combined to provide more implementations. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 One of the structural schematic diagrams of the vehicle chassis for the autonomous driving test provided in the embodiment of the present application;

[0033] Figure 2 A second structural schematic diagram of a vehicle chassis for an autonomous driving test provided in an embodiment of the present application;

[0034] Figure 3 A schematic diagram of the main hardware components of the vehicle chassis provided in the embodiment of the present application;

[0035] Figure 4 A schematic diagram of a process flow for collecting information of an environment perception system by a vehicle chassis provided in an embodiment of the present application;

[0036] Figure 5 A schematic diagram of the vehicle chassis structure for the autonomous driving test provided in an embodiment of the present application;

[0037] Figure 6 A schematic diagram of the working process of the vehicle chassis provided in the embodiment of the present application;

[0038] Figure 7 Schematic diagram of various movement modes of the chassis provided in the embodiments of the present application. DETAILED DESCRIPTION

[0039] The technical solution in this application will be described below in conjunction with the accompanying drawings.

[0040] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or. For example, A / B can mean A or B. The “and / or” in this article is merely a way to describe the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone.

[0041] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this embodiment, unless otherwise specified, "plurality" means two or more.

[0042] In closed field testing methods, chassis technology has been widely used to solve the above problems. In particular, omnidirectional chassis can move in multiple directions. Figure 7 For schematic diagrams of various chassis movement modes provided in the embodiments of this application, please refer to Figure 7 As shown, Figure 7 (a) is a schematic diagram of the chassis moving along a horizontal straight line. Figure 7 (b) is a schematic diagram of the chassis moving in a straight line at 45°. Figure 7 (c) is a schematic diagram of the chassis rotating in situ. Figure 7 (d) is a schematic diagram of the chassis moving in a circle. The omnidirectional chassis provided by this application can provide a more realistic dynamic simulation object for autonomous driving testing. These vehicle chassis can be equipped with props such as simulated pedestrians, vehicles, and traffic signal signs to build a more realistic test scene, thereby increasing the authenticity, diversity, and repeatability of the test environment.

[0043] The control accuracy and motion flexibility of the omnidirectional chassis are key factors in simulating the behavior of real traffic participants. However, existing vehicle chassis have significant deficiencies in these aspects. The lack of control accuracy of existing vehicle chassis limits the ability to simulate real pedestrians or other traffic participants, which makes it impossible to accurately replicate the movement speed and path changes of pedestrians; the lack of motion flexibility of existing vehicle chassis affects its simulation effect in complex traffic scenes.

[0044] In addition, the automatic obstacle avoidance functions of most existing chassis are also immature, and they are usually unable to effectively handle complex traffic situations, such as multi-vehicle interactions or unpredictable pedestrian behavior, which increases safety risks during testing. Finally, most existing vehicle chassis do not have mature group scheduling functions, which limits their ability to simulate complex traffic scenarios. Vehicle chassis that lack group scheduling functions are difficult to coordinate and control to achieve precise time synchronization and unified decision-making, which poses a hidden danger to the collaborative execution of tasks by multiple vehicle chassis. The above shortcomings limit the authenticity of the test scenarios for autonomous driving vehicles, thereby affecting the evaluation effect of the perception system and decision-making algorithm of autonomous driving vehicles.

[0045] The omnidirectional motion chassis of the present application is realized based on the omnidirectional motion principle, which is to control two active wheels through two independent drive mechanisms, each drive mechanism is equipped with a high-precision motor, and the speed and direction of the two motors are synchronously controlled to make them rotate at the same angular velocity within a range of 360° and corrected by encoders to keep them parallel. This design enables the entire chassis to move in any direction.

[0046] In order to overcome the defects in the above-mentioned prior art, the present application provides an omnidirectional motion vehicle chassis and a vehicle for autonomous driving testing. Figure 1 This is one of the structural schematic diagrams of the vehicle chassis for the autonomous driving test provided in the embodiment of the present application. Figure 2 The second structural diagram of the vehicle chassis for the autonomous driving test provided in the embodiment of the present application is shown in FIG. Figure 1 and Figure 2 As shown, the vehicle chassis includes a chassis frame, two driving wheels, two driven wheels, two driving mechanisms, a control unit and an environmental perception system.

[0047] Among them, the driving wheel and the driven wheel are both arranged on the chassis frame, and the two driving wheels are on the same diagonal line. The two driving mechanisms are respectively arranged on the chassis frame at positions close to the two driving wheels. The driving mechanism is used to receive a motion driving signal, and the motion driving signal is used to drive the driving mechanism to work, thereby driving the driving wheel to move.

[0048] Among them, the environmental perception system is set on the chassis frame, and the environmental perception system is used to collect environmental information of the current position of the vehicle and send the collected environmental information to the control unit.

[0049] The control unit is used to plan the running path of the current chassis according to the environmental information and generate a corresponding motion control signal according to the running path.

[0050] The control unit is arranged on the chassis frame, and the control unit is also used to generate a motion drive signal according to the motion control signal, and send the motion drive signal to the drive mechanism.

[0051] In this embodiment, Figure 1 Taking the vehicle chassis shown as an example, it can be seen that four wheels are arranged on the vehicle chassis 10, wherein the chassis of this embodiment takes a two-wheel drive system as an example, which includes two driving wheels and two driven wheels, the driving wheels drive the driven wheels to move, the two driving wheels are respectively the first driving wheel 11 and the second driving wheel 14, and the two driven wheels are respectively the first driven wheel 12 and the second driven wheel 13, wherein the first driving wheel 11 and the second driving wheel 14 are arranged on a diagonal line, and the first driven wheel 12 and the second driven wheel 13 are arranged on a diagonal line. The environmental perception system 15 can also be arranged on the chassis frame.

[0052] See also Figure 2As shown, the vehicle chassis in this embodiment also includes a first gear structure 22, a second gear structure 25, a third gear structure 27 and a fourth gear structure 24. Each gear structure cooperates with the transmission member to realize transmission, and the driving wheel drives the driven wheel to move. In addition, for each driving wheel, two drive motors are included, wherein one drive motor is used to drive the chassis to move, and the other drive motor is used to drive the chassis to turn. For example, taking the first driving wheel 11 as an example, the vehicle chassis also includes a first motor 21 and a second motor 29, the first motor is used to drive the first driving wheel 11 to move forward or backward through the first gear structure 22 and the first commutator reducer 23, and the first motor 21 provides power for the chassis movement. The second motor 29 is used to drive the first driving wheel 11 to turn through the third gear structure 22 and the second commutator reducer 28, and the commutator reducer transmits the rotational motion of the motor to the power mechanism after right-angle steering, and converts the high-speed and low-torque output of the motor into low-speed and high-torque power. This structural design can realize complex motion control in a limited space while maintaining high precision and efficient transmission. In addition, the commutator reducer converts high speed and low torque into low speed and high torque, and at the same time provides a self-locking function to ensure that the system remains stable and prevents rotation. In addition, each driving wheel and driven wheel is also provided with an encoder to record the actual displacement of each wheel, that is, the displacement of the system can be fed back in real time, and the encoder records data for accurate correction of the system. For example, an encoder 26 is provided on the first driving wheel 11.

[0053] It can be understood that the omnidirectional chassis system provided in this embodiment includes not only the above-mentioned structure, but also a power supply system, a communication system, etc. Figure 3 For a schematic diagram of the main hardware components of the vehicle chassis provided in the embodiment of the present application, please refer to Figure 3 As shown, the vehicle chassis system hardware mainly includes a wheeled mobile mechanism, an environmental perception system, a control unit, a communication system, and a power supply system. Among them, the control unit can be implemented by an industrial computer and a single-chip microcomputer, and the communication system can be implemented by a wireless communication module and a CAN (Controller Area Network) communication module.

[0054] The omnidirectional motion chassis provided in this embodiment can adopt advanced MPC (Model Predictive Control) and PID (Proportion Integration Differentiation) control strategies, and use the encoder to provide real-time feedback on the position of the motor. Stable and reliable data exchange is achieved between various devices through CAN communication, wherein the PID controller is responsible for quickly responding to speed deviations and adjusting the motor input to achieve precise speed control; while MPC, as an outer-loop controller, optimizes the control sequence and generates a series of control instructions based on the system model and future predictions. These instructions are passed to the PID controller to ensure that the chassis can achieve efficient and precise motion control when performing complex motion tasks, such as path planning and obstacle avoidance, thereby providing a flexible and reliable test platform for autonomous driving testing.

[0055] In some embodiments, the environmental perception system 15 includes a laser radar, a GNSS positioning device, an IMU inertial sensor, and an image sensor. Among them, the laser radar is used to collect point cloud information of the surrounding environment of the current position. It can be understood that in order to comprehensively collect point cloud information around the vehicle chassis, multiple laser radar sensors can be set on the vehicle chassis. Among them, the GNSS (Global Navigation Satellite System) positioning device is used to obtain the current first position information of the vehicle chassis; the GNSS positioning device can use the BeiDou navigation satellite system (BDS) or other satellite positioning systems in the prior art. Among them, the inertial sensor is used to obtain the current angular velocity, linear acceleration and posture information of the vehicle chassis. The inertial sensor can use the existing IMU (Inertial Measuring Unit) three-axis inertial sensor. Among them, the image sensor is used to collect image information of the surrounding environment of the current position. The image sensor can use a camera, etc.

[0056] Figure 4 For a schematic diagram of the process flow of the vehicle chassis collecting information from the environment perception system provided in the embodiment of the present application, please refer to Figure 4As shown, in some embodiments, high-precision sensors such as laser radar and inertial measurement unit (IMU) in the environment perception system 15 are used to collect data. The laser radar outputs point cloud data, which contains the three-dimensional coordinates and intensity values ​​of each point. The inertial measurement unit provides acceleration, angular velocity and magnetic field data, etc.; Kalman filtering or particle filtering algorithms are used to integrate different sensor data. These algorithms are used to improve positioning accuracy in combination with data collected by sensors such as inertial measurement units and laser radars. In addition, by segmenting the collected ground points, the influence of ground points on target detection can be reduced. A certain fitting algorithm (such as the random sample consistency algorithm (RANSAC)) is used to perform plane fitting on the point cloud data, identify and separate ground points, and set a threshold to exclude unnecessary point cloud data; then the target is clustered according to the distribution of points through point cloud clustering (such as Euclidean clustering) methods, thereby reducing the amount of calculation for subsequent calculations. For example, a density-based spatial clustering algorithm (Density-Based Spatial Clustering of Applications with Noise, DBSCAN) is used to define the neighborhood radius) and the minimum number of samples. Clustering is performed through distance calculation to find core points, boundary points and noise points; features (geometric features and surface features) are extracted from the point cloud obtained in the previous segmentation step, and obstacles are identified and classified using deep learning models (such as YOLO (You Only Look Once) and SSD (Single Shot MultiBox Detector)), and finally Kalman filtering or lossless Kalman filtering and other algorithms are used for target tracking.

[0057] In some embodiments, the control unit includes a position information determination unit, an information fusion unit, and a path planning unit. Among them, the position information determination unit is used to generate the second position information according to the point cloud information obtained by the laser radar; the position information determination unit is also used to generate the third position information according to the current angular velocity, linear acceleration and posture information of the chassis; the position information determination unit is also used to generate the fourth position information according to the image information of the current environment; the information fusion unit is used to perform information fusion processing on the first position information, the second position information, the third position information and the fourth position information to obtain the optimized position information of the chassis; the path planning unit is used to generate the running path according to the position information of the chassis and the surrounding environment information.

[0058] It is understandable that in an actual test scenario, the control unit can be set on the chassis frame, and the host computer can be set in the test scenario, and information exchange can be achieved between the host computer and the control unit through wireless communication technology to complete the entire test process.

[0059] In some embodiments, the control unit is also used to generate a position scheduling task, and according to the position scheduling task, a group scheduling algorithm is used to assign the position scheduling task to the target vehicle chassis according to the current state information of each vehicle chassis; the control unit of the target vehicle chassis is also used to convert the target position in the virtual scene included in the position scheduling task to the target position under the vehicle chassis coordinates according to the position scheduling task, and match the virtual scene with the actual scene through the current position information and environmental information of the vehicle chassis fed back by the environmental perception system, and control the vehicle chassis to move to the target position under the vehicle chassis coordinates; the current state information of the vehicle chassis includes the current position information of the vehicle chassis, the posture of the chassis, the remaining power, the movement speed information and the current surrounding environment information.

[0060] In some embodiments, the control unit also includes an automatic obstacle avoidance system; the automatic obstacle avoidance system is used to determine whether there is an obstacle on the running path based on the feedback position information and environmental information of the vehicle chassis, and if so, generate an obstacle avoidance control signal; if not, generate a motion control signal, that is, control the chassis movement according to the originally generated motion control signal; the control unit on the vehicle chassis is also used to generate obstacle avoidance action instructions based on the obstacle avoidance control signal, and send the obstacle avoidance action instructions to the drive mechanism; the drive mechanism is used to complete the obstacle avoidance operation according to the obstacle avoidance action instructions.

[0061] Figure 5 For a schematic diagram of the vehicle chassis structure for the autonomous driving test provided in the embodiment of the present application, see Figure 5As shown, the chassis control system provided in this embodiment can adopt a modular design to decompose a complex control system into several main functional modules. For example, the control system of this embodiment can be divided into a user interaction and task management module 501, a chassis control module 502, a motion and execution module 503, an environmental perception and navigation module 504, and a communication and state synchronization module 505. The various modules complete complex tasks together through precise information exchange and state synchronization. First, the user interaction and task management module 501 sends instructions and manages tasks. Secondly, the chassis control module 502 is responsible for monitoring the chassis state and generating control instructions to ensure stable operation and accurate response of the chassis. Then, the motion and execution module receives 503 control instructions and drives the actuator to directly control the physical movement of the chassis to achieve efficient energy conversion and precise motion control. In addition, the environmental perception and navigation module 504 integrates sensor data collection, environmental perception, obstacle detection and navigation planning to provide intelligent path planning and obstacle avoidance capabilities for the chassis. Finally, the communication and state synchronization module 505 is responsible for the communication within the system, for example, it is responsible for the signal communication between the above modules, ensuring the real-time exchange of information and the synchronization of the state, and improving the coordination efficiency of the system. This modular design not only improves the flexibility and scalability of the system, but also enhances the independence and reusability of each module, making the entire chassis control system more efficient, reliable, and easy to maintain and upgrade. It can be understood that in the above embodiment, the user interaction and task management module 501 can be set in the control unit, and the chassis control module 502, the motion and execution module 503, the environmental perception and navigation module 504 and the communication and state synchronization module 505 can be set in the control unit of the chassis.

[0062] Figure 6 For a schematic diagram of the working process of the vehicle chassis provided in the embodiment of the present application, please refer to Figure 6As shown in the figure, the task scheduling system uses the TCP / IP protocol to communicate with the host computer, receives the task issued by the host computer, and requires the chassis to move to the specified position. The host computer system uses advanced group scheduling algorithms (such as centralized control algorithms or reinforcement learning algorithms) to assign the scheduling task to a suitable chassis based on the status information fed back by each chassis. Among them, the Hungarian algorithm can be used to assign scheduling tasks to achieve efficient collaborative operations and task optimization. The chassis status detection system regularly feeds back the current position, speed and other status data of the chassis, and the evaluation system needs to further confirm whether the selected chassis is suitable for executing the scheduling task. The evaluation system specifically considers the current status of the chassis (such as power and distance from the target position, etc.) and the traffic participants on board, etc., to build a decision tree to determine whether the chassis is suitable for performing this task. On this basis, the control unit on the chassis receives the task instruction and synchronizes the task instruction between the virtual scene and the actual environment. The control unit first needs to convert the target position of the virtual scene into the target position in the chassis coordinate system, and then ensure the matching of the virtual scene and the actual environment by real-time feedback of the position and status of the chassis. The motion control system generates specific motor drive signals according to the control instructions to realize the physical movement of the chassis. During the operation of the chassis, the sensor data collection system collects the position and environmental data of the chassis in real time during the movement, and transmits this data to the environmental perception system for obstacle detection. If an obstacle is detected, the automatic obstacle avoidance system will generate an obstacle avoidance action instruction to ensure that the chassis safely avoids the obstacle and continues to move forward; if no obstacle is detected, the navigation system will generate a forward instruction to guide the chassis to move along the planned path. During the physical movement of the chassis, the system will continue to monitor the position of the chassis after reaching the destination. When the chassis reaches the specified location, the scheduling task is completed and reported to the task scheduling system; if it does not arrive, it continues to navigate and re-plan the path. At the same time, the chassis control unit exchanges information and synchronizes status with other chassis or systems through the communication system to ensure the coordination and efficient operation of the entire system.

[0063] Based on the omnidirectional motion vehicle chassis and vehicle for autonomous driving testing provided in the above-mentioned embodiments, this embodiment also provides a vehicle for autonomous driving testing, which includes the vehicle chassis as described above.

[0064] Based on the omnidirectional motion vehicle chassis and vehicle for autonomous driving testing provided in the above-mentioned embodiments, this embodiment also provides a vehicle comprising the vehicle chassis as described above.

[0065] The above embodiments can be implemented in whole or in part by software, hardware, firmware or any other combination. When implemented using software, the above embodiments can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded or executed on a computer, the process or function described in the embodiment of the present application is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from a website site, computer, server or data center to another website site, computer, server or data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) mode. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that contains one or more available media sets. The available medium can be a magnetic medium (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium. The semiconductor medium can be a solid state drive (SSD).

[0066] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the embodiments of the present application.

[0067] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0068] In the several embodiments provided in the embodiments of the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0069] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, and may be located in one place or distributed on multiple 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.

[0070] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0071] If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application is essentially or the part that contributes to the prior art or the part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions to enable a memory (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (Read-Only Memory, ROM), random access memory (Random Access Memory, RAM), disk or optical disk and other media that can store program code.

[0072] The above is only a specific implementation of the embodiment of the present application, but the protection scope of the embodiment of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or replacements within the technical scope disclosed in the embodiment of the present application, which should be included in the protection scope of the embodiment of the present application. Therefore, the protection scope of the embodiment of the present application should be based on the protection scope of the claims.

Claims

1. An omnidirectional vehicle chassis for autonomous driving testing, characterized in that: It includes a chassis frame, two driving wheels, two driven wheels, two driving mechanisms, a control unit and an environmental perception system; The driving wheel and the driven wheel are both arranged on the chassis frame, and the two driving wheels are on the same diagonal line. The two driving mechanisms are respectively arranged on the chassis frame at positions close to the two driving wheels. The driving mechanisms are used to receive a motion driving signal, and the motion driving signal is used to drive the driving mechanism to work, thereby driving the driving wheel to move; The environment perception system is arranged on the chassis frame, and is used to collect environment information of the current position of the vehicle and send the collected environment information to the control unit; The control unit is used to plan a running path of the current chassis according to the environmental information, and generate a corresponding motion control signal according to the running path; The control unit is arranged on the chassis frame, and the control unit is further used to generate the motion drive signal according to the motion control signal, and send the motion drive signal to the drive mechanism.

2. The omnidirectional vehicle chassis for autonomous driving testing according to claim 1, characterized in that: The environmental perception system includes: one or more of a laser radar, a GNSS positioning device, an IMU inertial sensor, and an image sensor; Wherein, the laser radar is used to collect point cloud information of the surrounding environment of the current location; The GNSS positioning device is used to obtain the current first position information of the vehicle chassis; The inertial sensor is used to obtain the current angular velocity, linear acceleration and posture information of the vehicle chassis; The image sensor is used to collect image information of the surrounding environment of the current location.

3. The omnidirectional vehicle chassis for autonomous driving testing according to claim 2, characterized in that: The control unit includes a position information determination unit, an information fusion unit and a path planning unit; The position information determination unit is used to generate second position information according to the point cloud information obtained by the laser radar; the position information determination unit is also used to generate third position information according to the current angular velocity, linear acceleration and posture information of the chassis; the position information determination unit is also used to generate fourth position information according to the image information of the current environment; The information fusion unit is used to perform information fusion processing on the first position information, the second position information, the third position information and the fourth position information to obtain optimized position information of the chassis; The path planning unit is used to generate the running path according to the position information of the chassis and the surrounding environment information.

4. The omnidirectional vehicle chassis for autonomous driving testing according to claim 3, characterized in that: It also includes an encoder; the driving mechanism includes a motor; the encoder is connected to the output shaft of the motor; The control unit is further used to receive the displacement information collected by the encoder and perform position calibration on the motor according to the displacement information.

5. The omnidirectional vehicle chassis for autonomous driving testing according to claim 4, characterized in that: The driving mechanism also includes a reducer and a transmission mechanism; The control end of the motor is connected to the control output end of the control unit, the rotating shaft of the motor is connected to the rotating shaft of the reducer, and the rotating shaft of the reducer is connected to the rotating shaft of the driving wheel through the transmission mechanism to drive the driving wheel to operate.

6. The omnidirectional vehicle chassis for autonomous driving testing according to any one of claims 1 to 5, characterized in that: The host computer generates a position scheduling task, and according to the position scheduling task, uses a group scheduling algorithm to allocate the position scheduling task to the target vehicle chassis according to the current state information of each vehicle chassis; The control unit of the target vehicle chassis is further used to convert the target position in the virtual scene included in the position scheduling task to the target position under the vehicle chassis coordinates according to the position scheduling task, and match the virtual scene with the actual scene through the current position information and environmental information of the vehicle chassis fed back by the environmental perception system, and control the vehicle chassis to move to the target position under the vehicle chassis coordinates; The current state information of the vehicle chassis includes current position information, movement speed information and current surrounding environment information of the vehicle chassis.

7. The omnidirectional vehicle chassis for autonomous driving testing according to any one of claims 1 to 5, characterized in that: The control unit also includes an automatic obstacle avoidance system; The automatic obstacle avoidance system is used to determine whether there is an obstacle on the running path based on the feedback of the position information of the vehicle chassis and the environmental information, and if so, to generate an obstacle avoidance control signal; if not, to generate the motion control signal; the control unit is also used to generate an obstacle avoidance action instruction based on the obstacle avoidance control signal, and send the obstacle avoidance action instruction to the drive mechanism; the drive mechanism is used to complete the obstacle avoidance operation according to the obstacle avoidance action instruction.

8. A vehicle for autonomous driving testing, characterized in that: Comprising a vehicle chassis as described in any one of claims 1-7.

9. A vehicle, characterized in that: It comprises the omnidirectional vehicle chassis as described in any one of claims 1-7.

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