A method, device, electronic device, and storage medium for vehicle lane control.

Abstract

This application provides a vehicle alignment control method, device, electronic device, and storage medium. The alignment control method includes: acquiring the ridge direction of a first bend in the target crop ridge; determining a first adjustment angle between the first bend ridge direction and the vehicle drive wheels based on the first bend ridge direction; acquiring a first distance between the current vehicle and the first bend; determining a first time required to adjust the vehicle drive wheels to the first bend ridge direction based on the vehicle's current speed, the first distance, and a first correction coefficient; and adjusting a vehicle solenoid valve based on the first adjustment angle and the first time to adjust the vehicle drive wheels to the first bend ridge direction. Using the technical solution of this application, the vehicle can automatically align itself according to the ridge direction, improving the accuracy of vehicle operation.

Description

Technical Field

[0001] This application relates to the field of vehicle lane control technology, and in particular to a vehicle lane control method, device, electronic device and storage medium. Background Technology

[0002] In agricultural production, when harvesting machinery is in operation, the driver needs to visually ensure that the divider is precisely aligned with the rows. The efficiency and quality of harvesting operations largely depend on the driver's precision in row manipulation, requiring the driver to maintain a high level of concentration throughout the operation. When the driver needs to perform harvesting operations continuously for extended periods, especially at night in environments with poor visibility, this high level of concentration can significantly deplete the driver's energy. Simultaneously, it can also introduce numerous safety risks into the operation. Currently, automatic row alignment technology is widely used in harvester operations. Automatic row alignment sensors identify deviations during vehicle movement, thereby assisting in the automatic adjustment of the vehicle's direction of travel.

[0003] However, in actual operation, when plants are misaligned, the automatic alignment system frequently adjusts the vehicle's steering, adversely affecting the lifespan of the steering system. Especially when a single row has a long gap in seedlings or the vehicle is traveling at high speed, the mechanical structure struggles to correct the situation quickly, rendering the automatic alignment technology unusable. Summary of the Invention

[0004] In view of this, embodiments of this application provide a vehicle alignment control method, device, electronic device, and storage medium. This application enables vehicles to automatically align in the direction of rowing, thereby improving the accuracy of vehicle movement during operation.

[0005] This application mainly includes the following aspects:

[0006] In a first aspect, embodiments of this application provide a method for controlling the direction of traffic flow for a vehicle, the method comprising:

[0007] Obtain the direction of the first bend in the ridge of the target crop;

[0008] Based on the first curve ridge direction, determine the first adjustment angle between the first curve ridge direction and the vehicle drive wheel;

[0009] Obtain the first distance between the current vehicle and the first curve;

[0010] Based on the vehicle's current speed, the first distance, and the first correction factor, determine the first time required to adjust the vehicle's drive wheels to the direction of travel on the first curve.

[0011] Based on the first adjustment angle and the first time, adjust the vehicle solenoid valve so that the vehicle drive wheels are aligned with the first curve direction.

[0012] Preferably, determining the first adjustment angle between the first curve travel direction and the vehicle drive wheel based on the first curve travel direction includes:

[0013] Determine the angle between the vehicle's drive wheels and the drive wheels of the vehicle body;

[0014] Determine the angle between the first curve's travel direction and the vehicle's first curve angle;

[0015] The sum of the drive wheel angle and the first curve angle is determined as the first adjustment angle between the first curve travel direction and the vehicle drive wheel.

[0016] Preferably, the row control method further includes:

[0017] Obtain the direction of the second bend in the ridge of the target crop;

[0018] Based on the second curve ridge direction, determine the second curve ridge direction and the second adjustment angle between the second curve ridge direction and the vehicle drive wheel;

[0019] Obtain the second distance between the first curve and the second curve;

[0020] Based on the second distance, determine whether the second distance is less than a preset distance, and based on the determination result, adjust the vehicle solenoid valve so that the vehicle drive wheels are adjusted to the second curve direction.

[0021] Preferably, adjusting the vehicle solenoid valve based on the determined result to align the vehicle drive wheels with the second curve travel direction includes:

[0022] If the second distance is less than the preset distance, then based on the vehicle's current speed, the second distance, and the second correction coefficient, the second time required to adjust the vehicle's drive wheels to the driving direction is determined.

[0023] Based on the second adjustment angle and the second time, adjust the vehicle solenoid valve to adjust the vehicle drive wheels to the second curve travel direction;

[0024] If the second distance is greater than the preset distance, then based on the vehicle's current speed, the second distance and the first correction coefficient, a third time is determined that is required to adjust the vehicle's drive wheels to the second curve direction.

[0025] Based on the second adjustment angle and the third time, the vehicle solenoid valve is adjusted so that the vehicle drive wheels are aligned with the second curve direction.

[0026] Secondly, embodiments of this application also provide a vehicle lane-keeping control device, the lane-keeping control device comprising:

[0027] The first row acquisition module acquires the first bend row direction of the target crop row.

[0028] The first adjustment angle calculation module determines the first adjustment angle between the first curve ridge direction and the vehicle drive wheel based on the first curve ridge direction.

[0029] The first distance acquisition module acquires the first distance between the current vehicle and the first curve.

[0030] The first time calculation module determines the first time required to adjust the vehicle's drive wheels to the first curve travel direction based on the vehicle's current speed, the first distance, and the first correction coefficient.

[0031] The first solenoid valve control module adjusts the vehicle solenoid valve based on the first adjustment angle and the first time, so that the vehicle drive wheels are adjusted to the first curve direction.

[0032] Preferably, the first angle adjustment calculation module is specifically used for:

[0033] Determine the angle between the vehicle's drive wheels and the drive wheels of the vehicle body;

[0034] Determine the angle between the first curve's travel direction and the vehicle's first curve angle;

[0035] The sum of the drive wheel angle and the first curve angle is determined as the first adjustment angle between the first curve travel direction and the vehicle drive wheel.

[0036] Preferably, the line control device further includes:

[0037] The second row acquisition module acquires the direction of the second bend of the target crop row;

[0038] The second adjustment angle calculation module determines the second adjustment angle between the second curve ridge direction and the vehicle drive wheel based on the second curve ridge direction.

[0039] The second distance acquisition module acquires the second distance between the first curve and the second curve;

[0040] The second solenoid valve control module determines whether the second distance is less than a preset distance based on the second distance, and adjusts the vehicle solenoid valve based on the determination result so that the vehicle drive wheels are adjusted to the second curve direction.

[0041] Preferably, the second solenoid valve control module is specifically used for:

[0042] If the second distance is less than the preset distance, then based on the vehicle's current speed, the second distance, and the second correction coefficient, the second time required to adjust the vehicle's drive wheels to the driving direction is determined.

[0043] Based on the second adjustment angle and the second time, adjust the vehicle solenoid valve to adjust the vehicle drive wheels to the second curve travel direction;

[0044] If the second distance is greater than the preset distance, then based on the vehicle's current speed, the second distance and the first correction coefficient, a third time is determined that is required to adjust the vehicle's drive wheels to the second curve direction.

[0045] Based on the second adjustment angle and the third time, the vehicle solenoid valve is adjusted so that the vehicle drive wheels are aligned with the second curve direction.

[0046] Thirdly, embodiments of this application also provide an electronic device, including: a processor, a memory, and a bus, wherein the memory stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor communicates with the memory through the bus, and the machine-readable instructions are executed by the processor to perform the steps of the vehicle traffic control method described in the first aspect or any possible implementation of the first aspect.

[0047] Fourthly, embodiments of this application also provide a computer-readable storage medium storing a computer program, which, when executed by a processor, performs the vehicle traffic control steps described in the first aspect or any possible implementation of the first aspect.

[0048] This application provides a vehicle alignment control method, device, electronic device, and storage medium. The method first obtains the ridge direction of the first curve of the target crop ridge, then determines the first adjustment angle between this ridge direction and the vehicle's drive wheels, and simultaneously obtains the first distance between the vehicle and the first curve. Next, based on the vehicle's current speed, the first distance, and a first correction coefficient, the method calculates the first time required to adjust the vehicle's drive wheels to the ridge direction of the first curve. Finally, the method adjusts the vehicle's solenoid valve according to the first adjustment angle and the first time, thereby adjusting the vehicle's drive wheels to the ridge direction of the first curve. In this way, the method enables the vehicle to automatically align itself according to the ridge direction, improving the vehicle's driving accuracy during operation.

[0049] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0050] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0051] Figure 1 One of the flowcharts of a vehicle lane control method provided in an embodiment of this application is shown;

[0052] Figure 2 This application provides an example diagram of vehicle movement.

[0053] Figure 3 A second flowchart of a vehicle lane control method provided in an embodiment of this application is shown;

[0054] Figure 4 This illustration shows one of the structural schematic diagrams of a vehicle lane control device provided in an embodiment of this application;

[0055] Figure 5 This is a second schematic diagram of the structure of a vehicle lane control device provided in an embodiment of this application;

[0056] Figure 6 A schematic diagram of the structure of an electronic device provided in an embodiment of this application is shown. Detailed Implementation

[0057] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. It should be understood that the drawings in this application are for illustrative and descriptive purposes only and are not intended to limit the scope of protection of this application. Furthermore, it should be understood that the schematic drawings are not drawn to scale. The flowcharts used in this application illustrate operations implemented according to some embodiments of this application. It should be understood that the operations in the flowcharts may not be implemented in sequence, and steps without logical contextual relationships may be reversed or implemented simultaneously. In addition, those skilled in the art, guided by the content of this application, may add one or more other operations to the flowcharts, or remove one or more operations from the flowcharts.

[0058] Furthermore, the described embodiments are merely some, not all, of the embodiments of this application. The components of the embodiments of this application described and illustrated herein can typically be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0059] The methods, apparatus, electronic devices, or computer-readable storage media described in this application can be applied to any scenario requiring vehicle-to-vehicle traffic control. This application does not limit specific application scenarios, and any scheme using the vehicle-to-vehicle traffic control method and apparatus provided in this application is within the protection scope of this application.

[0060] It is worth noting that prior to this application, in existing solutions, during harvesting operations in agricultural production, the driver needed to visually ensure precise alignment of the divider with the rows. The efficiency and quality of harvesting operations largely depend on the driver's precision in row manipulation, requiring the driver to maintain a high level of concentration throughout the operation. When the driver needs to perform harvesting operations continuously for extended periods, especially at night in environments with poor visibility, this high level of concentration can significantly deplete the driver's energy. Simultaneously, it also introduces numerous safety risks into the operation. Currently, automatic row alignment technology is widely used in harvester operations, using automatic row alignment sensors to identify deviations during vehicle movement and thus assist in automatically adjusting the vehicle's direction. However, in actual operation, when plants are misaligned, the automatic row alignment system frequently adjusts the vehicle's steering, adversely affecting the lifespan of the steering system. Especially when there are long gaps in a single row or the vehicle is traveling at high speeds, the mechanical structure struggles to correct this in a short time, rendering the automatic row alignment technology unusable.

[0061] To address the aforementioned issues, embodiments of this application provide a vehicle alignment control method, device, electronic device, and storage medium, which enables vehicles to automatically align themselves in the row direction, thereby improving the accuracy of vehicle movement during operation.

[0062] To facilitate understanding of this application, the technical solutions provided in this application will be described in detail below with reference to specific embodiments.

[0063] Please see Figure 1 , Figure 1 This is one of the flowcharts for a vehicle lane control method provided in an embodiment of this application.

[0064] In existing technologies for automatic row alignment, the common approach involves installing alignment sensors at the front of the divider on the vehicle. When the vehicle is moving forward, the system calculates the necessary directional adjustments by having the left and right rocker arms collide with the target crop, thus achieving automatic row alignment. However, this technology has limitations in practical applications. When the vehicle speed exceeds 12 km / h, and when there are situations where the length of missing seedlings in a single row is excessively long, this automatic row alignment technology fails to function properly. Furthermore, the frequent steering adjustments required during actual operation can negatively impact the system's lifespan.

[0065] like Figure 1 As shown in the figure, the vehicle lane control method provided in this application includes the following steps:

[0066] Step S101: Obtain the direction of the first bend of the target crop ridge.

[0067] Here, crops can include, but are not limited to: corn, wheat, and soybeans. As an example, the row direction of the first bend is as follows: Figure 2 As shown in the image.

[0068] In this embodiment of the application, before obtaining the first curve of the target crop row direction, the vehicle's alignment control method further includes the following steps: First, the system is initialized to prepare for subsequent operation. Then, it is determined whether it is necessary to read the program calibration constant from the EEP (Electrically Erasable Programmable Read-Only Memory). If it is necessary to read the program calibration constant from the EEP, the value in the EEP is read and assigned to the program calibration constant; if it is not necessary to read the program calibration constant from the EEP, the default value is used.

[0069] In this embodiment, after obtaining the first bend of the target crop row direction, the vehicle alignment control method further includes the following steps: First, determine whether there is a fault in the system after signal processing. If a fault exists, an error is reported and the function is disabled; if no fault exists, continue to the next step. Then, check whether there are conditions that would inhibit the system's automatic alignment function. If there are inhibiting conditions, the automatic alignment function is automatically exited and disabled; if there are no inhibiting conditions, continue to perform calculations related to automatic alignment. As an example, inhibiting conditions include whether the steering angle exceeds a preset steering angle and whether the vehicle is braking. In this application, the preset steering angle is set to 20°. Finally, determine whether the automatic alignment function has been activated. If activated, perform the following series of calculations and adjustments.

[0070] Step S102: Based on the first curve traversing direction, determine the first adjustment angle between the first curve traversing direction and the vehicle drive wheel.

[0071] Regarding step S102, as an example in specific implementation, it may include the following steps:

[0072] First, the angle between the vehicle's drive wheels and the vehicle body is determined. Here, the angle is defined as positive when the drive wheels are on the left side of the vehicle body, and negative when the drive wheels are on the right side. In this application, as an example, a wheel angle sensor is installed between the vehicle's drive wheels and the vehicle's transverse axle to detect the angle γ between the vehicle's drive wheels and the vehicle body.

[0073] Then, the angle between the first bend direction and the vehicle's first bend angle is determined. Here, the bend angle is set to negative when the bend direction is on the left side of the vehicle and positive when the bend direction is on the right side of the vehicle. In this application, as an example, a camera unit is installed above the windshield of the vehicle to detect the angle α between the first bend direction and the vehicle's first bend angle. This camera unit is equipped with a camera and algorithm processing functions. In actual operation, it can collect real-time data on the condition of the field to be harvested ahead. Through the built-in recognition algorithm, the camera unit can identify the three rows located in the middle of the plot and calculate the difference between the bend direction and the vehicle's drive wheels. At the same time, it can also identify the specific number of bends within a certain distance ahead, the actual distances of the first bend and the second bend from the current vehicle, and the angle formed by the first bend direction relative to the vehicle body, as well as the distance of the second bend relative to the first bend and the bend angle between them. After completing the identification and calculation of the above data, the integrated camera sends the relevant signals to the automatic alignment controller to provide reliable data support for subsequent automated operations.

[0074] Finally, the sum of the drive wheel angle and the first curve angle is determined as the first adjustment angle between the first curve travel direction and the vehicle drive wheel. Here, the first adjustment angle Angle = α + γ. In this application, when the first adjustment angle Angle is less than a preset angle range, the steering angle is not adjusted to prevent the vehicle's driving wheels from constantly making slight movements. Based on practical experience, the preset angle range is greater than -3° and less than 3°. The preset angle range can also be set based on other practical experience, and is not limited here.

[0075] Step S103: Obtain the first distance between the current vehicle and the first curve. Here, as an example, such as... Figure 2 As shown, A represents the first distance between the current vehicle and the first curve.

[0076] Step S104: Based on the vehicle's current speed, the first distance, and the first correction coefficient, determine the first time required to adjust the vehicle's drive wheels to the first curve's travel direction.

[0077] Here, the first correction coefficient K is a coefficient related to vehicle speed. For example, the first time required for the vehicle's drive wheels to adjust to the direction of travel on the first curve is Time = A / current vehicle speed - K × current vehicle speed. The first time Time changes in real time with speed, and is negatively correlated with vehicle speed; that is, the higher the vehicle speed, the smaller the value of the first time Time.

[0078] Step S105: Based on the first adjustment angle and the first time, adjust the vehicle solenoid valve so that the vehicle drive wheels are adjusted to the first curve direction.

[0079] Here, the first adjustment angle Angle is used as the deviation of the PID, and the first time Time is used as the adjustment time of the PID. The control output obtained by the PID calculation is converted into the corresponding control current value of the vehicle solenoid valve. Based on the range of the control current value and the PWM signal, the corresponding duty cycle is calculated. The opening of the vehicle solenoid valve is adjusted by the duty cycle so that the vehicle drive wheel is adjusted to the first curve direction.

[0080] Please see Figure 3 , Figure 3 This is a second flowchart of a vehicle lane control method provided in an embodiment of this application.

[0081] like Figure 3 As shown in this application, the vehicle's traffic control method further includes the following steps:

[0082] Step S201: Obtain the direction of the second bend of the target crop ridge.

[0083] Step S202: Based on the second curve traversing direction, determine the second adjustment angle between the second curve traversing direction and the vehicle drive wheel.

[0084] Regarding step S202, as an example in specific implementation, it may include the following steps:

[0085] First, after the vehicle passes through the first curve, determine the angle between the vehicle's drive wheels and the body's drive wheels.

[0086] Then, determine the direction of travel of the second curve and the angle between the second curve of the vehicle body.

[0087] Finally, the sum of the drive wheel angle and the second curve angle is determined as the second adjustment angle between the second curve travel direction and the vehicle drive wheel. Here, as an example, such as Figure 2 As shown, the second adjustment angle is β, and the second adjustment angle Angle1 = α + β.

[0088] Step S203: Obtain the second distance between the first curve and the second curve.

[0089] As an example, such as Figure 2 As shown, the second distance between the first curve and the second curve is B.

[0090] Step S204: Based on the second distance, determine whether the second distance is less than a preset distance, and based on the determination result, adjust the vehicle solenoid valve so that the vehicle drive wheels are adjusted to the second curve direction.

[0091] Regarding step S204, as an example in specific implementation, it may include the following steps:

[0092] If the second distance is less than the preset distance, then firstly, based on the vehicle's current speed, the second distance, and the second correction coefficient, the second time required to adjust the vehicle's drive wheels to the driving direction is determined. Here, if the second distance is less than the preset distance, it means that the wheels need to use a shorter time to adjust in order to complete the steering action when reaching the second curve. The second correction coefficient K1 is a coefficient related to vehicle speed. As an example, the second time Time1 required for the vehicle's drive wheels to adjust to the driving direction of the second curve is Time1 = B / current speed - K1 × current speed, and the second time Time1 changes in real time with the speed.

[0093] Then, based on the second adjustment angle and the second time, the vehicle solenoid valve is adjusted to align the vehicle drive wheels with the second curve's travel direction. Here, the second adjustment angle Angle1 is used as the PID deviation, and the second time Time1 is used as the PID adjustment time. The control output calculated by the PID is converted into the corresponding control current value of the vehicle solenoid valve. Based on the range between the control current value and the PWM signal, the corresponding duty cycle is calculated. The opening of the vehicle solenoid valve is adjusted using the duty cycle to align the vehicle drive wheels with the second curve's travel direction.

[0094] If the second distance is greater than the preset distance, then firstly, based on the vehicle's current speed, the second distance, and the first correction coefficient, a third time is determined required to adjust the vehicle's drive wheels to the driving direction of the second curve. It is important to note that when the second distance is greater than the preset distance, from the perspective of the driving adjustment strategy, the adjustment situation for the second curve is essentially equivalent to that for the first curve. Therefore, subsequent adjustments will be made according to the adjustment strategy corresponding to the first curve to achieve matching between the drive wheels and the driving direction during curve driving, ensuring vehicle stability and operational accuracy.

[0095] Then, based on the second adjustment angle and the third time, the vehicle solenoid valve is adjusted to align the vehicle drive wheels with the second curve's travel direction. Here, the second adjustment angle Angle1 is used as the PID deviation, and the third time Time2 is used as the PID adjustment time. The control output calculated by the PID is converted into the corresponding control current value of the vehicle solenoid valve. Based on the range of the control current value and the PWM signal, the corresponding duty cycle is calculated. The opening of the vehicle solenoid valve is adjusted using the duty cycle to align the vehicle drive wheels with the second curve's travel direction.

[0096] Additionally, this application also includes a display screen for automatically calibrating system parameters and displaying status information.

[0097] In this embodiment of the application, if the second curve happens to be in the blind spot of the camera after the vehicle has turned the first curve, then in this specific situation, the relevant information of the first curve can be ignored, and the vehicle can be adjusted accordingly according to the direction of the second curve.

[0098] This application uses a camera-integrated device to collect real-time information on the field ahead, identify ridges and curves, and calculate the difference between the ridges and the current direction of travel. Combined with the angle between the drive wheel and the vehicle body and the vehicle speed information obtained by the wheel angle sensor, the automatic alignment controller calculates and determines the steering angle that the vehicle should adjust, and controls the steering ratio solenoid valve accordingly to achieve automatic alignment of the vehicle with the ridge direction.

[0099] This application provides a vehicle alignment control method that enables vehicles to automatically align themselves in the row direction, thereby improving the accuracy of vehicle movement during operation.

[0100] Based on the same application concept, this application also provides a vehicle lane control device corresponding to the vehicle lane control method provided in the above embodiments. Since the principle of the device in this application is similar to the vehicle lane control method in the above embodiments of this application, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be described again.

[0101] Please see Figures 4 to 5 , Figure 4 This is one of the structural schematic diagrams of a vehicle lane control device provided in an embodiment of this application. Figure 5 This is a second schematic diagram of a vehicle lane control device provided in an embodiment of this application.

[0102] like Figure 4 As shown, the vehicle's lane control device 410 includes:

[0103] First row acquisition module 411, acquires the first bend row direction of the target crop row;

[0104] The first adjustment angle calculation module 412 determines the first adjustment angle between the first curve ridge direction and the vehicle drive wheel based on the first curve ridge direction.

[0105] The first distance acquisition module 413 acquires the first distance between the current vehicle and the first curve.

[0106] The first time calculation module 414 determines the first time required to adjust the vehicle's drive wheels to the first curve direction based on the vehicle's current speed, the first distance, and the first correction coefficient.

[0107] The first solenoid valve control module 415 adjusts the vehicle solenoid valve based on the first adjustment angle and the first time, so that the vehicle drive wheels are adjusted to the first curve direction.

[0108] Preferably, the first angle adjustment calculation module 412 is specifically used for:

[0109] Determine the angle between the vehicle's drive wheels and the drive wheels of the vehicle body;

[0110] Determine the angle between the first curve's travel direction and the vehicle's first curve angle;

[0111] The sum of the drive wheel angle and the first curve angle is determined as the first adjustment angle between the first curve travel direction and the vehicle drive wheel.

[0112] like Figure 5 As shown, preferably, the line control device 410 further includes:

[0113] The second row acquisition module 416 acquires the second bend row direction of the target crop row;

[0114] The second adjustment angle calculation module 417 determines the second adjustment angle between the second curve ridge direction and the vehicle drive wheel based on the second curve ridge direction.

[0115] The second distance acquisition module 418 acquires the second distance between the first curve and the second curve;

[0116] The second solenoid valve control module 419 determines whether the second distance is less than a preset distance based on the second distance, and adjusts the vehicle solenoid valve based on the determination result so that the vehicle drive wheels are adjusted to the second curve direction.

[0117] Preferably, the second solenoid valve control module 419 is specifically used for:

[0118] If the second distance is less than the preset distance, then based on the vehicle's current speed, the second distance, and the second correction coefficient, the second time required to adjust the vehicle's drive wheels to the driving direction is determined.

[0119] Based on the second adjustment angle and the second time, adjust the vehicle solenoid valve to adjust the vehicle drive wheels to the second curve travel direction;

[0120] If the second distance is greater than the preset distance, then based on the vehicle's current speed, the second distance and the first correction coefficient, a third time is determined that is required to adjust the vehicle's drive wheels to the second curve direction.

[0121] Based on the second adjustment angle and the third time, the vehicle solenoid valve is adjusted so that the vehicle drive wheels are aligned with the second curve direction.

[0122] This application provides a vehicle alignment control device that enables vehicles to automatically align themselves in the row direction, thereby improving the accuracy of vehicle movement during operation.

[0123] Please see Figure 6 , Figure 6 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application.

[0124] like Figure 6 As shown, the electronic device 600 includes a processor 610, a memory 620, and a bus 630.

[0125] The memory 620 stores machine-readable instructions executable by the processor 610. When the electronic device 600 is running, the processor 610 and the memory 620 communicate via the bus 630. When the machine-readable instructions are executed by the processor 610, they can perform the operations described above. Figure 1 and Figure 3 The steps of the vehicle lane control method in the illustrated method embodiment can be found in the method embodiment for specific implementation, and will not be repeated here.

[0126] This application embodiment also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, can perform the above-described actions. Figure 1 and Figure 3 The steps of the vehicle lane control method in the illustrated method embodiment can be found in the method embodiment for specific implementation, and will not be repeated here.

[0127] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems and devices described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. In the several embodiments provided in this application, it should be understood that the disclosed systems, devices, and methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of units is only a logical functional division; in actual implementation, there may be other division methods. Furthermore, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Another point is that the displayed or discussed mutual coupling or direct coupling or communication connection may be through some communication interfaces; the indirect coupling or communication connection of devices or units may be electrical, mechanical, or other forms.

[0128] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0129] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0130] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a processor-executable, non-volatile, computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0131] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling the movement of vehicles, characterized in that, The row control method includes: Obtain the direction of the first bend in the ridge of the target crop; Based on the first curve ridge direction, determine the first adjustment angle between the first curve ridge direction and the vehicle drive wheel; Obtain the first distance between the current vehicle and the first curve; Based on the vehicle's current speed, the first distance, and the first correction factor, a first time required to adjust the vehicle's drive wheels to the direction of travel on the first curve is determined; wherein, the first time is obtained by subtracting the product of the first correction factor and the current speed from the quotient of the first distance and the vehicle's current speed. Based on the first adjustment angle and the first time, adjust the vehicle solenoid valve so that the vehicle drive wheels are adjusted to the first curve travel direction; The row control method further includes: Obtain the direction of the second bend in the ridge of the target crop; Based on the second curve ridge direction, determine the second curve ridge direction and the second adjustment angle between the second curve ridge direction and the vehicle drive wheel; Obtain the second distance between the first curve and the second curve; Based on the second distance, determine whether the second distance is less than a preset distance, and based on the determination result, adjust the vehicle solenoid valve so that the vehicle drive wheels are adjusted to the second curve direction; The step of adjusting the vehicle solenoid valve based on the determined result to align the vehicle drive wheels with the direction of travel on the second curve includes: If the second distance is less than the preset distance, then based on the vehicle's current speed, the second distance, and the second correction coefficient, a second time required to adjust the vehicle's drive wheels to the driving direction is determined; wherein, the second time is obtained by subtracting the product of the second correction coefficient and the current speed from the quotient of the second distance and the vehicle's current speed. Based on the second adjustment angle and the second time, adjust the vehicle solenoid valve to adjust the vehicle drive wheels to the second curve travel direction; If the second distance is greater than the preset distance, then based on the vehicle's current speed, the second distance and the first correction coefficient, a third time is determined that is required to adjust the vehicle's drive wheels to the second curve direction. Based on the second adjustment angle and the third time, the vehicle solenoid valve is adjusted so that the vehicle drive wheels are aligned with the second curve direction.

2. The row control method according to claim 1, characterized in that, The step of determining the first adjustment angle between the first curve travel direction and the vehicle drive wheel based on the first curve travel direction includes: Determine the angle between the vehicle's drive wheels and the drive wheels of the vehicle body; Determine the angle between the first curve's travel direction and the vehicle's first curve angle; The sum of the drive wheel angle and the first curve angle is determined as the first adjustment angle between the first curve travel direction and the vehicle drive wheel.

3. A vehicle lane control device, characterized in that, The row control device includes: The first row acquisition module acquires the first bend row direction of the target crop row. The first adjustment angle calculation module determines the first adjustment angle between the first curve ridge direction and the vehicle drive wheel based on the first curve ridge direction. The first distance acquisition module acquires the first distance between the current vehicle and the first curve. The first time calculation module determines the first time required to adjust the vehicle's drive wheels to the direction of travel on the first curve, based on the vehicle's current speed, the first distance, and the first correction coefficient; wherein, the first time is obtained by subtracting the product of the first correction coefficient and the current speed from the quotient of the first distance and the vehicle's current speed. The first solenoid valve control module adjusts the vehicle solenoid valve based on the first adjustment angle and the first time, so that the vehicle drive wheels are adjusted to the first curve driving direction; The row control device further includes: The second row acquisition module acquires the direction of the second bend of the target crop row; The second adjustment angle calculation module determines the second adjustment angle between the second curve ridge direction and the vehicle drive wheel based on the second curve ridge direction. The second distance acquisition module acquires the second distance between the first curve and the second curve; The second solenoid valve control module determines whether the second distance is less than a preset distance based on the second distance, and adjusts the vehicle solenoid valve based on the determination result so that the vehicle drive wheels are adjusted to the second curve direction. The second solenoid valve control module is specifically used for: If the second distance is less than the preset distance, then based on the vehicle's current speed, the second distance, and the second correction coefficient, a second time required to adjust the vehicle's drive wheels to the driving direction is determined; wherein, the second time is obtained by subtracting the product of the second correction coefficient and the current speed from the quotient of the second distance and the vehicle's current speed. Based on the second adjustment angle and the second time, adjust the vehicle solenoid valve to adjust the vehicle drive wheels to the second curve travel direction; If the second distance is greater than the preset distance, then based on the vehicle's current speed, the second distance and the first correction coefficient, a third time is determined that is required to adjust the vehicle's drive wheels to the second curve direction. Based on the second adjustment angle and the third time, the vehicle solenoid valve is adjusted so that the vehicle drive wheels are aligned with the second curve direction.

4. The line control device according to claim 3, characterized in that, The first angle adjustment calculation module is specifically used for: Determine the angle between the vehicle's drive wheels and the drive wheels of the vehicle body; Determine the angle between the first curve's travel direction and the vehicle's first curve angle; The sum of the drive wheel angle and the first curve angle is determined as the first adjustment angle between the first curve travel direction and the vehicle drive wheel.

5. An electronic device, characterized in that, include: The device includes a processor, a memory, and a bus. The memory stores machine-readable instructions executable by the processor. When the electronic device is running, the processor communicates with the memory via the bus. The machine-readable instructions are executed by the processor to perform the steps of the vehicle traffic control method as described in any one of claims 1 to 2.

6. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, performs the steps of the vehicle alignment control method as described in any one of claims 1 to 2.

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