Automatic driving navigation control method, device and equipment of slipform paver and storage medium

Abstract

The application discloses a kind of automatic driving navigation control method, device and equipment of slip membrane paver and storage medium, the method includes the following steps: selecting 2 mould control points on mould, the kinematic relationship between RTK coordinate system, engineering coordinate system, vehicle body coordinate system, mould coordinate system is established, the real-time positioning of mould control point is realized;Establish the feedforward control model based on preview point of mould control point current position and design construction route, establish the feedback control model based on lateral control error of mould control point current position and design construction route, and then the comprehensive control model of mould control point is established, the next time position prediction of mould control point and vehicle body is realized;Establish the kinematic model of slip membrane paver chassis, through the conversion constraint of arbitrary steering center and track turning angle of asymmetric track structure, the track steering angle is calculated according to the next time pose of vehicle body.The application is high in degree of automation, high in control precision, flexible in steering, and short in time consumption.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automatic driving, in particular, relates to a kind of automatic driving navigation control method, device and equipment and storage medium of slip membrane paver. BACKGROUND

[0002] In the process of road and bridge construction, to reduce the dependence on people and achieve the purpose of safe construction, the demand for unmanned construction of slip membrane paver is increasingly urgent. To ensure the quality of the formed concrete, the slip membrane paver needs to maintain position accuracy and ensure the stability of the vehicle body posture during automatic construction.

[0003] Currently, slip membrane paver construction is mainly manual driving operation, which makes the vehicle body side mold cross over the reinforcement cage for concrete pouring by manual control of the slip membrane paver. In addition, the existing automatic operation control of slip membrane paver mostly relies on setting a reference line on the side of the vehicle body mold to obtain the relative position of the mold and the reinforcement cage to be constructed to guide the vehicle body to walk. In addition, a small part of the automatic operation control of slip membrane paver relies on the installation of rtk to real-time position and orient the vehicle body to guide the vehicle body to walk.

[0004] The above-mentioned prior art still has many deficiencies and faces many problems in the construction process, for example: during manual driving operation, there are problems of vehicle body position deviation, posture deviation and position and posture correction after deviation during operation process, too many manual intervention factors in the construction process, and the operator needs to have certain construction experience. During automatic driving operation, if the reference line erection scheme is used, the reference line erection is difficult and time-consuming, and the vehicle body walking process is guided by the relative position of the reference line and the mold for pure feedback adjustment, which cannot predict the adjustment amount of the vehicle body at the next moment, and there is always a lagging adjustment process of the vehicle body position and posture during the whole vehicle walking process. For real-time positioning of the vehicle body by rtk for navigation adjustment, the existing control scheme focuses on the adjustment of the vehicle body position and posture, and for the slip membrane paver, the mold position control precision is higher than the vehicle body position control precision, so controlling only the vehicle body position and posture will affect the position and posture quality of the final concrete wall forming.

[0005] In view of the above problems in the construction process of slip membrane paver, it is necessary to study an automatic driving navigation control method for maintaining the position and posture stability of slip membrane paver. SUMMARY

[0006] The present application provides a kind of automatic driving navigation control method of slip membrane paver to solve the technical problems of low automation, long time consumption and low control precision in the construction process of existing slip membrane paver.

[0007] The present application is realized by the following scheme:

[0008] The application discloses a navigation control method for automatic driving of a slip membrane paver, wherein an RTK vehicle-mounted terminal is installed on a vehicle body of the slip membrane paver, a positioning antenna and a directional antenna are installed on a mold on the left side of the vehicle body, and the positioning antenna and the directional antenna are used for real-time positioning of a vehicle body pose, and the method comprises the following steps:

[0009] Two mold control points are selected on the mold, a kinematic relationship among an RTK coordinate system, an engineering coordinate system, a vehicle body coordinate system and a mold coordinate system is established, and real-time positioning of the mold control points is realized, the two mold control points comprise a rear vehicle body control point and a front vehicle body control point, the rear vehicle body control point is a position of the positioning antenna on the mold, and the front vehicle body control point is a position of the directional antenna on the mold;

[0010] A feedforward control model based on a preview point of a current position of the mold control point and a design construction route is established, a feedback control model based on a transverse control error of the current position of the mold control point and the design construction route is established, and then a comprehensive control model of the mold control point is established, so that a next-time position of the mold control point is predicted, and thus a next-time pose of the vehicle body is predicted in combination with the kinematic relationship;

[0011] A kinematic model of a chassis of the slip membrane paver is established, a track steering angle is calculated according to a next-time pose of the vehicle body through conversion constraint of an arbitrary steering center and a track steering angle of an asymmetric track structure, and thus automatic driving of the slip membrane paver is realized.

[0012] Further, two mold control points are selected on the mold, a kinematic relationship among an RTK coordinate system, an engineering coordinate system, a vehicle body coordinate system and a mold coordinate system is established, and real-time positioning of the mold control points is realized, and the method comprises the following steps:

[0013] The longitude and latitude of two known points in the engineering coordinate system are measured by using an RTK handheld flow station, and a homogeneous transformation matrix of the current RTK coordinate system relative to the engineering coordinate system is obtained through fitting

[0014] A vehicle body coordinate system is established, an x axis is along a driving direction of the vehicle body, a z axis is vertically upward, and a y axis is determined according to a right-hand rule;

[0015] A mold coordinate system is established, the mold coordinate system is consistent with the vehicle body coordinate system, a translation coordinate of the mold control point on the mold relative to the vehicle body coordinate system is obtained, and a homogeneous transformation matrix of the mold coordinate system and the vehicle body coordinate system is established The rotation matrix in the homogeneous transformation matrix is a unit matrix;

[0016] The coordinates of the positioning antenna and the directional antenna in the mold coordinate system are obtained, and a homogeneous transformation matrix of the RTK coordinate system and the mold coordinate system is established

[0017] The homogeneous transformation matrix is used for calculating the next-time pose of the vehicle body; The homogeneous transformation matrix of the vehicle body coordinate system and the engineering coordinate system is obtained:

[0018]

[0019] Wherein, inv represents the inverse of the matrix.

[0020] Further, a feedforward control model based on the preview point is established between the current position of the mold control point and the design position, specifically including the steps of:

[0021] The heading angle error a1 of the vehicle body front control point and the preview front control point, and the heading angle error a2 of the vehicle body rear control point and the preview rear control point are calculated, and the feedforward control model is obtained:

[0022]

[0023] Wherein, M 1x , M 1y , M 2x , M 2y are the XY coordinates of the vehicle body front control point and the vehicle body rear control point in the vehicle body coordinate system at the current time, L 1x , L 1y , L 2x , L 2y are the XY coordinates of the preview front control point and the preview rear control point in the vehicle body coordinate system at the current time, the preview front control point and the preview rear control point are selected according to the vehicle body advancing direction on the design construction route, and the distance between the preview front control point and the preview rear control point on the design construction route is equal to the distance between the vehicle body rear control point and the vehicle body front control point on the mold.

[0024] Further, a feedback control model based on the lateral control error is established between the current position of the mold control point and the design construction route, specifically including the steps of:

[0025] The lateral offset distance error e1 between the vehicle body front control point and the design construction route at the current time, and the lateral offset distance error e2 between the vehicle body rear control point and the design construction route are calculated, and the feedback control model is established by giving the PID proportion, integral and differential adjustment amount kp, ki and kd:

[0026]

[0027] Wherein, Delta alpha 1, Delta alpha 2 are orientation angle error correction values, e1_1, e2_1 are the lateral error of the front and rear control points of the vehicle body at the last calculation period, e1_2, e2_2 are the lateral error of the front and rear control points of the vehicle body at the last two calculation periods, Isa is an integral separation factor, when the lateral error <0.01 m, Isa=1, otherwise, Isa=0; Isu is an integral anti-saturation factor, when the track angle reaches the mechanical limit, Isu=1, otherwise, Isu=0.

[0028] Further, the comprehensive control model of the mold control points specifically comprises the following steps:

[0029] According to the lateral distance error of the mold control points, the orientation angle is feedback corrected, and the motion equation and the observation equation based on the pre-look point feedforward and the lateral control error feedback are established:

[0030]

[0031] Wherein, x k represents the pose of the mold, and the pose at each time is recorded as x1,x2,......,x k , x k =[P1x k ,P1y k ,P2x k ,P2y k ], P1x k ,P1y k are the x, y direction coordinates of the front control point of the vehicle body at k time, P2x k ,P2y k are the x, y direction coordinates of the rear control point of the vehicle body at k time; A k-1 is the pose transformation matrix at the previous time; u k is the orientation angle input, and each time is recorded as alpha11, alpha21, alpha12, alpha22,......, alpha1 k , alpha2 k , wherein alpha1=alpha1+Delta alpha1, alpha2=alpha2+Delta alpha2; w k is the process noise; y k is the observation data, i.e., the measured lateral error, and each time is recorded as e11, e21, e12, e22,......, e1 k ,e2 k ; C k is the observation matrix; n k is the measurement noise.

[0032]

[0033] Wherein, P k represents the covariance of the pose of the front of the vehicle body at the previous time; Q kcovariance of the motion equation noise; R k covariance of the observation equation noise N(0, P k ) denotes that the mold pose obeys a normal distribution with mean 0 and covariance P k k ) denotes that the process noise obeys a normal distribution with mean 0 and covariance Q k k ) denotes that the measurement noise obeys a normal distribution with mean 0 and covariance R k ;

[0034] establish a comprehensive control model:

[0035]

[0036] wherein,

[0037]

[0038] wherein A is a quadratic form of x.

[0039] Further, the next time pose of the vehicle body is predicted in combination with the kinematic relationship, and specifically includes the following steps:

[0040] The next time state estimation of the slip film paver is converted into known u and y, and the probability distribution P(x|y, u) of x is solved, that is:

[0041]

[0042] wherein P 1x ' and P 1y ' are the x and y coordinates of the front control point of the vehicle body in the engineering coordinate system at the next time, P 2x ' and P 2y ' are the x and y coordinates of the rear control point of the vehicle body in the engineering coordinate system at the next time, and argmin J(x) is a least square equation expression for solving the position of the control point at the next time;

[0043] The control angle change amount of the front and rear control points of the vehicle body in the vehicle body coordinate system is calculated:

[0044]

[0045] wherein θ1 and θ2 are the control angle change amounts of the front and rear control points of the vehicle body in the vehicle body coordinate system, P 1x and P 1y are the x and y coordinates of the front control point of the vehicle body in the engineering coordinate system at the current time, and P 2x and P 2y are the x and y coordinates of the rear control point of the vehicle body in the engineering coordinate system at the current time. ​​

[0046] Further, a kinematic model of the slip membrane paver chassis is established, the conversion constraint of the arbitrary steering center of the asymmetric track structure and the track turning angle is calculated according to the vehicle body next time pose to calculate the track turning angle, so as to realize the automatic driving of the slip membrane paver, specifically including the steps of:

[0047] Calculate the vehicle body steering center:

[0048]

[0049] [Py]=P 1y +(Px-P 1x )*tan(α1)

[0050] Wherein, Px, Py are the x, y coordinates of the vehicle body steering center in the engineering coordinate system at the next time;

[0051] Calculate the track turning angle:

[0052]

[0053] Wherein, track1, track2, track3 respectively correspond to the turning angle of the left, right and rear track, P t1x , P t1y , P t2x , P t2y , P t3x , P t3y Respectively, the x, y coordinates of the left, right and rear track center coordinates in the vehicle body coordinate system are converted to the engineering coordinate system.

[0054] Another aspect of the application also provides a navigation control device for automatic driving of a slip membrane paver, the RTK vehicle-mounted terminal is installed on the vehicle body of the slip membrane paver, the positioning antenna and the directional antenna are installed on the left side of the mold on the vehicle body, which is used for real-time positioning of the vehicle body pose, comprising:

[0055] The kinematic relationship establishing module is used for selecting two mold control points on the mold, establishing the kinematic relationship between the RTK coordinate system, the engineering coordinate system, the vehicle body coordinate system and the mold coordinate system, realizing real-time positioning of the mold control points, the two mold control points include the rear control point of the vehicle body and the front control point of the vehicle body, the rear control point of the vehicle body is the position of the positioning antenna on the mold, and the front control point of the vehicle body is the position of the directional antenna on the mold;

[0056] The pose prediction module is used to establish a feedforward control model based on the aiming point and the design construction route of the current position of the mold control point, establish a feedback control model based on the lateral control error of the current position of the mold control point and the design construction route, and then establish a comprehensive control model of the mold control point to realize the prediction of the position of the mold control point at the next moment, thereby combining the kinematic relationship to predict the pose of the vehicle body at the next moment.

[0057] The automatic driving control module is used to establish the kinematic model of the slipform paver chassis. By using the conversion constraint between the arbitrary steering center and the track angle of the asymmetric track structure, the track steering angle is calculated based on the vehicle's position and pose at the next moment, thereby realizing the automatic driving of the slipform paver.

[0058] This application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the navigation control method for automatic driving of the slipform paver.

[0059] This application also provides a storage medium including a stored program that, when the program is executed, controls the device where the storage medium is located to perform the navigation control method for automatic driving of the slipform paver.

[0060] Compared with the prior art, this application has the following advantages:

[0061] (1) Compared with the existing control schemes that focus on vehicle position and attitude adjustment, this application establishes a comprehensive control model based on two mold control points on the mold. The comprehensive control system based on pre-aiming point feedforward control and lateral error feedback control ensures the mold position and attitude accuracy during the automatic driving process of the slipform paver, thereby further improving the concrete forming quality during the construction of the slipform paver.

[0062] (2) This application dynamically changes the position of the vehicle body steering center by modifying the orientation angle of the mold control point, making the steering more flexible. Compared with the traditional method of restricting the steering center to the left or right side of the vehicle body, it reduces the vehicle body sway error.

[0063] (3) The automatic navigation method for slipform pavers proposed in this application significantly improves work efficiency and ensures the safety of workers. In addition, this method can reduce the manual intervention process, reduce the reliance on construction experience and human operation errors, and is time-saving, highly automated, and highly precise in control.

[0064] In addition to the purposes, features, and advantages described above, this application has other purposes, features, and advantages. A further detailed description of this application will be provided below with reference to the figures. Attached Figure Description

[0065] The accompanying drawings, which form a part of this application, are included to provide a further understanding of the application and are incorporated in and constitute a part of this application illustrate embodiments of the application and to explain them without imposing on the application.

[0066] Figure 1 The navigation control method flow chart of the automatic driving of the slip membrane paver is a preferred embodiment of the application.

[0067] Figure 2 The slip membrane paver and the hardware installation schematic diagram are a preferred embodiment of the application.

[0068] Figure 3 The automatic driving error schematic diagram of the slip membrane paver is the application.

[0069] Figure 4 The navigation control device module schematic diagram of the automatic driving of the slip membrane paver is a preferred embodiment of the application.

[0070] Figure 5 The electronic device entity schematic diagram is a preferred embodiment of the application.

[0071] Figure 6 The internal structure diagram of the computer device is a preferred embodiment of the application. DETAILED DESCRIPTION

[0072] The embodiments of the application are described in detail below with reference to the accompanying drawings, but the application can be implemented in various different ways limited and covered by the following description.

[0073] As shown in Figure 1 A navigation control method for automatic driving of a slip membrane paver, the slip membrane paver is installed with an RTK vehicle-mounted terminal on the vehicle body, a positioning antenna and a directional antenna are installed on the left side mold of the vehicle body for real-time positioning of the vehicle body pose, comprising the steps of:

[0074] S1, select 2 mold control points on the mold, establish the kinematic relationship between the RTK coordinate system, the engineering coordinate system, the vehicle body coordinate system and the mold coordinate system, realize real-time positioning of the mold control points, the 2 mold control points include a rear control point of the vehicle body and a front control point of the vehicle body, the rear control point of the vehicle body is the position of the positioning antenna on the mold, and the front control point of the vehicle body is the position of the directional antenna on the mold;

[0075] S2, a feedforward control model based on a preview point is established between the current position of the mold control point and the designed construction route, a feedback control model based on a lateral control error is established between the current position of the mold control point and the designed construction route, and then a comprehensive control model of the mold control point is established, the next time position of the mold control point is predicted, and the next time pose of the vehicle body is predicted in combination with the kinematic relationship.

[0076] S3, a slip membrane paver chassis kinematics model is established, the turning center of the asymmetric track structure is converted to the track turning angle through the conversion constraint, and the track turning angle is calculated according to the next time pose of the vehicle body, so that the automatic driving of the slip membrane paver is realized.

[0077] Figure 2 The slip membrane paver and the hardware installation schematic diagram related to the application include a vehicle body origin 1, a vehicle body left side mold 2, an asymmetrically installed front track 3, a right track 4, a rear track 5, a positioning antenna 6 and a directional antenna 7, wherein the positioning antenna 6 is a rear control point of the vehicle body, and the directional antenna 7 is a front control point of the vehicle body.

[0078] Traditional vehicle control is mainly vehicle body control, and the motion control is performed through vehicle body route planning, the input of the control system is vehicle body deviation, and the control object is the vehicle body. The final construction accuracy of the slip membrane paver is the deviation between the mold running route on the vehicle body and the designed route, which is different from the traditional control. In the embodiment, the positioning antenna 6 and the directional antenna 7 of the RTK measurement system are installed on the mold, the input of the control system is the mold control point deviation, the control object is the vehicle body, the vehicle body motion is guided through the mold control point deviation, and the final motion result directly acts on the construction accuracy.

[0079] Therefore, compared with the prior art, the embodiment has the following beneficial effects:

[0080] (1) Compared with the existing control scheme which focuses on adjusting the position and attitude of the vehicle body, the embodiment establishes a comprehensive control model based on two mold control points on the mold, and ensures the mold position and attitude accuracy in the automatic driving process of the slip membrane paver through a comprehensive control system based on pre-look-ahead point feedforward control and lateral error feedback control, so as to further improve the concrete forming quality of the slip membrane paver during construction.

[0081] (2) The embodiment dynamically changes the turning center position of the vehicle body through the corrected mold control point heading angle, so that the turning is more flexible, and compared with the traditional way of limiting the turning center to be on the left side or the right side of the vehicle body, the vehicle body swing error is reduced.

[0082] (3) The automatic driving navigation method of the slip membrane paver proposed in the embodiment greatly improves the work efficiency and ensures the safety of the workers. In addition, the method can reduce the manual intervention process, reduce the dependence on construction experience and personnel operation error, and has the advantages of short time consumption, high automation degree and high control precision.

[0083] Preferably, two mold control points are selected on the mold, the kinematics relationship among the RTK coordinate system, the engineering coordinate system, the vehicle body coordinate system and the mold coordinate system is established, and the real-time positioning of the mold control points is realized, which specifically includes the following steps:

[0084] S11, measure the longitude and latitude of two known points in the engineering coordinate system by the RTK handheld flow station, and fit to obtain a homogeneous transformation matrix of the current RTK coordinate system relative to the engineering coordinate system

[0085] S12, establish a vehicle body coordinate system, the x-axis is along the direction of the vehicle body, the z-axis is vertically upward, and the y-axis is determined according to the right-hand rule;

[0086] S13, establish a mold coordinate system, the mold coordinate system direction is consistent with the vehicle body coordinate system, obtain the translation coordinates of the mold control points on the mold relative to the vehicle body coordinate system, and establish a homogeneous transformation matrix of the mold coordinate system and the vehicle body coordinate system Wherein, the rotation matrix in the homogeneous transformation matrix is a unit matrix;

[0087] S14, obtain the coordinates of the positioning antenna and the directional antenna in the mold coordinate system, and establish a homogeneous transformation matrix of the RTK coordinate system and the mold coordinate system

[0088] S15, according to the homogeneous transformation matrix obtain the homogeneous transformation matrix of the vehicle body coordinate system and the engineering coordinate system:

[0089]

[0090] Wherein, inv represents matrix inversion.

[0091] The embodiment establishes the kinematic relationship between the RTK coordinate system, the engineering coordinate system, the vehicle body coordinate system and the mold coordinate system, such as the homogeneous transformation matrix between each coordinate system, which is beneficial to meet the mold control position precision requirement and realize real-time accurate positioning of the mold control points.

[0092] Preferably, a feedforward control model based on a preview point is established for the current position and the design position of the mold control point, and the specific steps include:

[0093] S21, calculate the heading angle error a1 of the vehicle body front control point and the preview front control point, and the heading angle error a2 of the vehicle body rear control point and the preview rear control point, and obtain the feedforward control model:

[0094]

[0095] Wherein, M 1x , M 1y , M 2x , M 2y are the XY coordinates of the vehicle body front control point and the vehicle body rear control point in the vehicle body coordinate system at the current time, L 1x , L 1y , L 2x , L2y respectively, the XY coordinates of the current time pre-look control point and post-look control point in the vehicle body coordinate system, the pre-look control point and post-look control point are selected on the design construction route according to the vehicle body running direction, and the distance between the pre-look control point and post-look control point on the design construction route is equal to the distance between the vehicle body post-control point and vehicle body pre-control point on the mold, so as to ensure that when the front and rear orientation angles tend to 0, the control points on the mold and the control points on the design construction route coincide.

[0096] Preferably, a feedback control model based on lateral control error of the mold control point current position and the design construction route is established, and specifically includes the following steps:

[0097] S22, calculate the lateral offset distance error e1 between the vehicle body pre-control point and the design construction route at the current time, the lateral offset distance error e2 between the vehicle body post-control point and the design construction route, and given PID proportion, integral and differential adjustment amount kp, ki, kd, and establish a feedback control model:

[0098]

[0099] Wherein, Δα1, Δα2 are orientation angle error correction values, e1_1, e2_1 are the vehicle body pre-control point and post-control point lateral errors at the last calculation period, e1_2, e2_2 are the vehicle body pre-control point and post-control point lateral errors at the last two calculation periods, Isa is the integral separation factor, when the lateral error <0.01m, Isa=1, otherwise, Isa=0; Isu is the integral anti-saturation factor, when the track angle reaches the mechanical limit, Isu=1, otherwise, Isu=0.

[0100] Preferably, the comprehensive control model of the mold control point specifically includes the following steps:

[0101] S23, feedback correction is made to the orientation angle according to the lateral distance error of the mold control point, and a motion equation and an observation equation based on pre-look point feedforward and lateral control error feedback are established:

[0102]

[0103] Wherein, x k represents the pose of the mold, and the pose at each time is recorded as x1, x2,......, x k , x k =[P1x k ,P1y k ,P2x k ,P2y k ], P1x k , P1y k are the x, y direction coordinates of the vehicle body pre-control point at k time, and P2xk P2y k is the x, y direction coordinate of the rear control point of the vehicle body at time k; A k-1 is the pose transformation matrix at the previous time; u k is the heading angle input, recorded as α11, α21, α12, α22,..., α1 k , α2 k at each time, where α1= α1+ Δα1, α2= α2+ Δα2; w k is the process noise; y k is the observation data, i.e., the measured lateral error, recorded as e11, e21, e12, e22,..., e1 k , e2 k at each time; C k is the observation matrix; n k is the measurement noise;

[0104]

[0105] where P k represents the covariance of the pose of the front of the vehicle body at time; Q k represents the covariance of the process equation noise; R k represents the covariance of the observation equation noise, N(0, P k ) represents that the mold pose obeys a normal distribution with a mean of 0 and a covariance of P k , N(0, Q k ) represents that the process noise obeys a normal distribution with a mean of 0 and a covariance of Q k , and N(0, R k ) represents that the measurement noise obeys a normal distribution with a mean of 0 and a covariance of R k ;

[0106] S24, establish a comprehensive control model:

[0107]

[0108] where,

[0109]

[0110] where A is a quadratic form of x.

[0111] Preferably, the next time pose prediction of the vehicle body is combined with the kinematic relationship, and specifically includes the following steps:

[0112] S25, estimate the next time state of the slip film paver, convert the known u and y, and solve the probability distribution P(x|y, u) of x, i.e.,

[0113]

[0114] P 1x 'and P 1y 'are the x, y coordinates of the front control point of the vehicle body at the next moment in the engineering coordinate system, P 2x 'and P 2y 'are the x, y coordinates of the rear control point of the vehicle body at the next moment in the engineering coordinate system, and argmin J(x) is the least square equation expression for solving the position of the control point at the next moment.

[0115] S26, calculate the control angle change of the front and rear control points of the vehicle body in the vehicle body coordinate system:

[0116]

[0117] P 1x and P 1y are the x, y coordinates of the front control point of the vehicle body at the current moment in the engineering coordinate system, P 2x and P 2y are the x, y coordinates of the rear control point of the vehicle body at the current moment in the engineering coordinate system.

[0118] The automatic driving error parameters are shown in Figure 3 , including the lateral offset distance error e1 between the front control point of the vehicle body and the designed construction route, the lateral offset distance error e2 between the rear control point of the vehicle body and the designed construction route, the heading angle error α1 between the front control point of the vehicle body and the pre-look front control point, and the heading angle error α2 between the rear control point of the vehicle body and the pre-look rear control point. The purpose of setting the control model is to control the direction errors α1 and α2 to approach 0, and the lateral offset distance errors e1 and e2 also approach 0, forming a heading angle deviation correction method based on double control points and a PID adjustment strategy, that is, the position and attitude of the mold approach the designed construction route, thereby ensuring that the position control precision requirement of the mold during the operation of the slip-form paver is met in the process of controlling the attitude of the vehicle body, which is conducive to controlling the corresponding mold position and attitude, thereby ensuring the position quality of the final concrete wall forming.

[0119] Preferably, a kinematic model of the slip-form paver chassis is established, the conversion constraint of the arbitrary steering center and the track steering angle of the asymmetric track structure is used, and the track steering angle is calculated according to the position and attitude of the vehicle body at the next moment, so as to realize the automatic driving of the slip-form paver, which specifically includes the following steps:

[0120] S31, calculate the steering center of the vehicle body:

[0121]

[0122] [Py]=P1y + (Px - P 1x ) * tan (a1)

[0123] Wherein, Px, Py is the next time the body turning center in the engineering coordinate system under the x, y coordinates;

[0124] S32, calculate the track steering angle:

[0125]

[0126] Wherein, track1, track2, track3 respectively correspond to the left, right, rear track angle, P t1x , P t1y , P t2x , P t2y , P t3x , P t3y Respectively, the left, right, rear track center coordinates under the body coordinate system are transferred to the x, y coordinates under the engineering coordinate system.

[0127] The embodiment dynamically changes the body turning center position by the corrected control point orientation angle, so that the steering is more flexible, compared with the traditional way of limiting the steering center to be on the left or right side of the vehicle body, the body swing error is reduced, and the body steering precision is improved.

[0128] As Figure 4 shown, another preferred embodiment of the application also provides a navigation control device for automatic driving of a slip membrane paver, the slip membrane paver is provided with an RTK vehicle-mounted terminal on the vehicle body, a positioning antenna and a directional antenna are installed on the left mold of the vehicle body for real-time positioning of the vehicle body pose, comprising:

[0129] A coordinate system kinematics relationship establishing module is used to select two mold control points on the mold, establish the kinematics relationship between the RTK coordinate system, the engineering coordinate system, the vehicle body coordinate system and the mold coordinate system, realize real-time positioning of the mold control points, the two mold control points include a rear vehicle body control point and a front vehicle body control point, the rear vehicle body control point is the position of the positioning antenna on the mold, and the front vehicle body control point is the position of the directional antenna on the mold;

[0130] A pose prediction module is used to establish a feedforward control model based on the preview point of the current position of the mold control point and the designed construction route, establish a feedback control model based on the lateral control error of the current position of the mold control point and the designed construction route, and then establish a comprehensive control model of the mold control point, realize prediction of the next time position of the mold control point, and then predict the next time pose of the vehicle body in combination with the kinematics relationship;

[0131] The automatic driving control module is used to establish a kinematics model of a slip membrane paver chassis, to calculate a track steering angle according to a next-time pose of the vehicle body through a conversion constraint of an arbitrary steering center of an asymmetric track structure and a track steering angle, and to realize automatic driving of the slip membrane paver.

[0132] As shown in Figure 5 The preferred embodiments of the present application also provide an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor implements the steps of the navigation control method for automatic driving of the slip membrane paver in the above embodiments when executing the computer program.

[0133] As shown in Figure 6 The preferred embodiments of the present application also provide a computer device, which can be a terminal or a living body detection server, and an internal structure diagram of the computer device can be as shown in Figure 6 The computer device includes a processor, a memory, and a network interface connected through a system bus. The processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operating system and the computer program in the non-volatile storage medium to run. The network interface of the computer device is used to communicate with other computer devices outside through a network connection. The computer program is executed by the processor to implement the steps of the navigation control method for automatic driving of the slip membrane paver.

[0134] Those skilled in the art can understand that Figure 6 The structure shown in

[0135] The preferred embodiments of the present application also provide a storage medium, which includes a stored program, and when the program runs, the device where the storage medium is located executes the steps of the navigation control method for automatic driving of the slip membrane paver in the above embodiments.

[0136] It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a group of computer executable instructions, and although the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0137] If the functions described in the method of the embodiments are realized in the form of software function units and sold or used as independent products, they can be stored in one or more computer device readable storage media. Based on such understanding, the part of the prior art or the part of the technical solution of the embodiments of the present application that makes a contribution to the prior art can be embodied in the form of a software product stored in a storage medium, including a number of instructions for causing a computer device (which can be a personal computer, a server, a mobile computing device, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various media that can store program codes.

[0138] Those skilled in the art should understand that the embodiments of the present application can be provided as a method, a system, or a computer program product. Therefore, the present application can take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present application can take the form of a computer program product implemented on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROMs, optical storage, etc.) containing computer-usable program code. The solutions in the embodiments of the present application can be implemented in various computer languages, such as the object-oriented programming language Java and the interpreted scripting language JavaScript.

[0139] The present application is described with reference to flowcharts and / or block diagrams according to the methods, devices (systems), and computer program products of the embodiments of the present application. It should be understood that each flow and / or block in the flowcharts and / or block diagrams, and the combination of flows and / or blocks in the flowcharts and / or block diagrams can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device produce a device that implements the functions specified in the flowcharts and / or block diagrams. Figure 1 The functions specified in one flow or multiple flows and / or blocks Figure 1 The functions specified in one flow or multiple flows and / or blocks

[0140] These computer program instructions can also be stored in a computer readable storage medium that can direct the computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable storage medium produce a manufactured product including instruction devices that implement the functions specified in the flowcharts and / or block diagrams. Figure 1 The functions specified in one flow or multiple flows and / or blocks Figure 1the function specified in the one or more blocks.

[0141] These computer program instructions can also be loaded into computer or other programmable data processing devices, so that a series of operation steps are performed on the computer or other programmable data processing devices to generate computer-implemented processes, thus the instructions executed on the computer or other programmable data processing devices provide processes for implementing the flows Figure 1 the flow or flows and / or blocks Figure 1 the function specified in the one or more blocks.

[0142] Although the preferred embodiments of the application have been described, those skilled in the art will be able to make additional modifications and variations to these embodiments without departing from the spirit and scope of the application. Accordingly, it is intended that the appended claims be construed to include all such modifications and variations as fall within the scope of the application.

[0143] Obviously, various modifications and changes are possible in the application without deviating from the spirit and scope of the application. Thus, it is intended that the application cover modifications and variations of this application provided they come within the scope of the claims and their equivalents.

Claims

1. A method of navigation control for automatic driving of a slipform paver, characterized in that, The RTK vehicle terminal is installed on the body of the slip membrane paver, the positioning antenna and the directional antenna are installed on the left mold of the body, and the body pose is positioned in real time, including the following steps: Two mold control points are selected on the mold, kinematic relationships among the RTK coordinate system, the engineering coordinate system, the body coordinate system and the mold coordinate system are established, and real-time positioning of the mold control points is realized, the two mold control points include a rear body control point and a front body control point, the rear body control point is the position of the positioning antenna on the mold, and the front body control point is the position of the directional antenna on the mold, and the specific steps include the following steps: The longitude and latitude of two known points in the engineering coordinate system are measured by the RTK handheld flow station, and a homogeneous transformation matrix of the current RTK coordinate system relative to the engineering coordinate system is obtained by fitting The body coordinate system is established, the x-axis is in the direction of the body, the z-axis is vertically upward, and the y-axis is determined according to the right-hand rule; A mold coordinate system is established, the direction of the mold coordinate system is consistent with the body coordinate system, a translation coordinate of a mold control point on the mold relative to the body coordinate system is obtained, and a homogeneous transformation matrix of the mold coordinate system and the body coordinate system is established wherein a rotation matrix in the homogeneous transformation matrix is a unit matrix Obtain the coordinates of the positioning antenna and the directional antenna in the mold coordinate system, and establish the homogeneous transformation matrix of the RTK coordinate system and the mold coordinate system According to the homogeneous transformation matrix Obtain the homogeneous transformation matrix of the body coordinate system and the engineering coordinate system: Wherein, inv represents matrix inversion; A feedforward control model of the current position of the mold control point and the designed construction route based on a preview point is established, a feedback control model of the current position of the mold control point and the designed construction route based on a lateral control error is established, and then a comprehensive control model of the mold control point is established, the next time position of the mold control point is predicted, and the next time pose of the body is predicted in combination with the kinematic relationship; A kinematic model of the chassis of the slip membrane paver is established, the conversion constraint of the asymmetric track structure arbitrary steering center and the track turning angle is passed, the track steering angle is calculated according to the next time pose of the body, and the automatic driving of the slip membrane paver is realized.

2. The method of claim 1, wherein: A feedforward control model of the current position of the mold control point and the designed position based on a preview point is established, and the specific steps include the following steps: The heading angle error alpha 1 of the front body control point and the preview front control point is calculated, and the heading angle error alpha 2 of the rear body control point and the preview rear control point is calculated, and the feedforward control model is obtained: wherein M 1x , M 1y , M 2x , M 2y are the XY coordinates of the current time front control point and rear control point of the vehicle body in the vehicle body coordinate system, L 1x , L 1y , L 2x , L 2y are the XY coordinates of the current time front preview control point and rear preview control point in the vehicle body coordinate system, the front preview control point and the rear preview control point are selected on the design construction route according to the direction of travel of the vehicle body, and the distance between the front preview control point and the rear preview control point on the design construction route is equal to the distance between the rear control point and the front control point of the vehicle body on the mold.

3. The method of claim 2, wherein: A feedback control model of the current position of the mold control point and the designed construction route based on a lateral control error is established, and the specific steps include the following steps: The lateral offset distance error e1 between the front body control point at the current time and the designed construction route is calculated, the lateral offset distance error e2 between the rear body control point and the designed construction route is calculated, the PID proportion, integral and differential adjustment amounts kp, ki and kd are given, and the feedback control model is established: Wherein, Delta alpha 1 and Delta alpha 2 are heading angle error correction values, e1_1 and e2_1 are the lateral errors of the front and rear body control points at the last calculation period, e1_2 and e2_2 are the lateral errors of the front and rear body control points at the last two calculation periods, Isa is an integral separation factor, when the lateral error is less than 0.01m, Isa=1, otherwise, Isa=0; Isu is an integral anti-saturation factor, when the track turning angle reaches the mechanical limit, Isu=1, otherwise, Isu=0.

4. The method of claim 3, wherein: The specific steps of establishing the comprehensive control model of the mold control point include the following steps: The heading angle is feedback corrected according to the lateral distance error of the mold control point, and the motion equation and the observation equation based on the preview point feedforward and the lateral control error feedback are established: Where, x k This represents the pose of the mold, with the pose at each moment recorded as x1, x2, ..., x k x k =[P1x k ,P1y k P2x k ,P2y k ], P1x k ,P1y k Let P2x be the x, y coordinates of the front control point of the vehicle at time k. k ,P2y k Let A be the x, y coordinates of the control point behind the vehicle at time k; k-1 The pose transformation matrix at previous time steps; u k The orientation angle is input, and each time step is recorded as α11, α21, α12, α22, ..., α1 k ,α2 k Among them, α1=α1+Δα1, α2=α2+Δα2; w k For process noise; y k The observed data, i.e., the measured lateral error, is recorded at each time step as e11, e21, e12, e22, ..., e1 k e2 k C k n is the observation matrix; k For measuring noise; where P k represents the covariance of the body pose at the time instant; Q k represents the covariance of the motion equation noise; R k represents the covariance of the observation equation noise, N(0, P k ) represents that the mold pose obeys the normal distribution with the mean of 0 and the covariance of P k , N(0, Q k ) represents that the process noise obeys the normal distribution with the mean of 0 and the covariance of Q k , and N(0, R k ) represents that the measurement noise obeys the normal distribution with the mean of 0 and the covariance of R k . The comprehensive control model is established: Wherein, Wherein, A is a quadratic form of x.

5. The method of claim 4, wherein, The next time pose of the body is predicted in combination with the kinematic relationship, and the specific steps include the following steps: The state estimation of the next moment of the slip membrane paver is converted into known u and y, and the probability distribution P(x|y, u) of x is solved, that is: wherein P 1x ' and P 1y ' are the x, y coordinates of the front body control point at the next time in the engineering coordinate system, P 2x ' and P 2y ' are the x, y coordinates of the rear body control point at the next time in the engineering coordinate system, and argmin J(x) is the least square equation expression for solving the control point position at the next time. The control angle change amount of the front and rear control points of the vehicle body in the vehicle body coordinate system is calculated: Wherein, θ1 and θ2 are control angle change amount of front and rear control points of the vehicle body in the vehicle body coordinate system, respectively, P 1x and P 1y are x and y coordinates of the front control point of the vehicle body at the current time in the engineering coordinate system, respectively, P 2x and P 2y are x and y coordinates of the rear control point of the vehicle body at the current time in the engineering coordinate system.

6. The method of claim 5, wherein the method further comprises: The kinematic model of the chassis of the slip membrane paver is established, the conversion constraint of the arbitrary steering center and the track angle of the asymmetric track structure is passed, the track steering angle is calculated according to the next moment of the vehicle body position and posture, so as to realize the automatic driving of the slip membrane paver, which specifically includes the following steps: The vehicle body steering center is calculated: Py = P 1y + (Px - P 1x ) * tan (α1) Wherein, Px, Py are the x, y coordinates of the vehicle body steering center in the engineering coordinate system at the next moment; The track steering angle is calculated: Wherein, track1, track2, track3 respectively correspond to the turning angle of left, right and rear track, P t1x , P t1y , P t2x , P t2y , P t3x , P t3y Respectively, the left, right and rear track center coordinates under the vehicle body coordinate system are transferred to the x, y coordinates under the engineering coordinate system.

7. A navigation control device for automatic driving of a slipform paver, characterized in that The RTK vehicle-mounted terminal is installed on the vehicle body of the slip membrane paver, and the positioning antenna and the directional antenna are installed on the left mold of the vehicle body, which is used for real-time positioning of the vehicle body position and posture, including: The kinematic relationship establishment module is used for selecting two mold control points on the mold, establishing the kinematic relationship among the RTK coordinate system, the engineering coordinate system, the vehicle body coordinate system and the mold coordinate system, and realizing the real-time positioning of the mold control points. The two mold control points include the rear control point of the vehicle body and the front control point of the vehicle body. The rear control point of the vehicle body is the position of the positioning antenna on the mold, and the front control point of the vehicle body is the position of the directional antenna on the mold, which is specifically used for: The longitude and latitude of two known points in the engineering coordinate system are measured by the RTK handheld flow station, and a homogeneous transformation matrix of the current RTK coordinate system relative to the engineering coordinate system is obtained by fitting The vehicle body coordinate system is established, the x-axis is along the direction of the vehicle body, the z-axis is vertically upward, and the y-axis is determined according to the right-hand rule; A mold coordinate system is established, the direction of the mold coordinate system is consistent with the body coordinate system, a translation coordinate of a mold control point on the mold relative to the body coordinate system is obtained, and a homogeneous transformation matrix of the mold coordinate system and the body coordinate system is established wherein a rotation matrix in the homogeneous transformation matrix is a unit matrix; Obtaining coordinates of the positioning antenna and the directional antenna under a mold coordinate system, and establishing a homogeneous transformation matrix of the RTK coordinate system and the mold coordinate system According to the homogeneous transformation matrix A homogeneous transformation matrix between the body coordinate system and the engineering coordinate system is obtained: Wherein, inv represents the inverse of the matrix; The pose prediction module is used for establishing a feedforward control model based on the preview point of the current position of the mold control point and the designed construction route, establishing a feedback control model based on the lateral control error of the current position of the mold control point and the designed construction route, and then establishing a comprehensive control model of the mold control point, realizing the next moment position prediction of the mold control point, and then combining the kinematic relationship to predict the next moment position of the vehicle body. The automatic driving control module is used for establishing the kinematic model of the chassis of the slip membrane paver, passing the conversion constraint of the arbitrary steering center and the track angle of the asymmetric track structure, calculating the track steering angle according to the next moment of the vehicle body position and posture, so as to realize the automatic driving of the slip membrane paver.

8. An electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, The processor executes the computer program to realize the steps of the navigation control method of the automatic driving of the slip membrane paver in any one of claims 1 to 6.

9. A storage medium comprising a stored program which, when executed, controls a device in which the storage medium is located to perform the steps of the navigation control method of the automatic driving of the slip membrane paver in any one of claims 1 to 6.

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