Mountain transport vehicle path planning method, system and equipment and storage medium

Abstract

The invention discloses a mountain transport vehicle path planning method, system and device and a storage medium, and the method comprises the steps: carrying out the rasterization processing of mountain topographic data, determining a starting point position and an end point position, calculating the estimation value of each node in a raster map, determining a shortest path and each inflection point of the shortest path, carrying out the deletion of each inflection point, and carrying out the calculation of the estimation value of each node in the raster map. Determining the remaining inflection points as sub-target points, recording the current position of the mountain transport vehicle when the mountain transport vehicle moves according to the shortest path, judging whether the current position is located at the sub-target points or not, if not, calculating the resultant force of the current position, and determining the sub-target points to be moved of the mountain transport vehicle according to the resultant force; by means of the method, the autonomous navigation capacity and safety of the mountain transport vehicle in the complex environment are remarkably improved.

Description

Technical Field

[0001] The present invention relates to the field of mountain transportation technology, and in particular to a path planning method, system, equipment and storage medium for a mountain transport vehicle. Background Art

[0002] With the expansion of infrastructure and the advancement of technology, traditional mountain transportation methods can no longer meet the needs of modern infrastructure. Mountain transportation technology can complete material transportation tasks in mountainous environments, including functions such as automatic center of gravity adjustment, path planning and obstacle avoidance, and wireless communication. When transporting materials, mountain transport vehicles need to deal with complex mountain environments, changing climatic conditions, and complex obstacles, such as complex trees and moving animals. These obstacles not only have different shapes, but their positions may change at any time, posing huge challenges to the path planning and obstacle avoidance of mountain transport vehicles. To ensure safe transportation, path planning and obstacle avoidance become key. The main challenges include dynamic path planning, the efficiency and accuracy of real-time obstacle avoidance algorithms, and adaptability to dynamic environments.

[0003] Among the many path planning and obstacle avoidance algorithms, the A* algorithm can use heuristic information to quickly search for the optimal path in a direction, and can flexibly select heuristic functions to adapt to a variety of path planning scenarios. In mountainous environments, the adaptation of the entire map can be achieved by defining different types of nodes. The artificial potential field method (AFP) is an obstacle avoidance algorithm with good dynamic obstacle avoidance performance. It simulates the potential field principle in physics to plan a safe driving path for mountain transport vehicles. However, the following problems are prone to occur during the use of a single algorithm. For example, the A* algorithm cannot avoid dynamic obstacles, and the APF algorithm is very easy to fall into the local optimum and cannot reach the end point, resulting in the inability to plan the most suitable and safest travel path for mountain transport machinery. Summary of the invention

[0004] In order to solve the above technical problems, the embodiments of the present invention provide a mountain transport vehicle path planning method, system, device and storage medium to solve the technical problem that the existing path planning method cannot plan an adaptive travel path when planning the path of a mountain transport vehicle.

[0005] A first aspect of an embodiment of the present invention provides a path planning method for a mountain transport vehicle, the method comprising: Acquire the mountain terrain data of the area where the mountain transport vehicle is located, perform raster processing on the mountain terrain data, and obtain a raster map; Based on the grid map, determine the starting point and the end point, and calculate the estimated value of each node in the grid map according to the starting point and the end point; The shortest path of the mountain transport vehicle is obtained by screening according to the estimated value of each node, and the inflection points of the shortest path are determined according to the shortest path, and each inflection point is deleted to obtain the remaining inflection points; The remaining turning points are determined as sub-target points, and the current position of the mountain transport vehicle when moving along the shortest path is recorded. It is determined whether the current position is at the sub-target point. If not, the resultant force of the current position is calculated, and the sub-target point to be moved of the mountain transport vehicle is determined according to the resultant force. It is determined whether the sub-target point to be moved is the terminal position. If not, the sub-target point to be moved is determined according to the resultant force of the sub-target point to be moved until the terminal position is reached and the planning is stopped.

[0006] In a possible implementation of the first aspect, calculating the estimated value of each node in the grid map according to the starting position and the end position includes: Calculate the actual consumption value of each node and the starting point; Calculate the estimated consumption value of each node and the end point, and obtain the estimated value of each node based on the actual consumption value and the estimated consumption value.

[0007] In a possible implementation of the first aspect, screening is performed according to the estimated value of each node to obtain the shortest path of the mountain transport vehicle, including: Create a first list and a second list, and store the starting point position in the first list; Select the node with the smallest estimated value in the first list as the current node, determine whether the current node is the end point, if so, store the current node in the second list, if not, add the adjacent nodes to the first list, and recalculate the actual consumption value and estimated value of each adjacent node to obtain a new actual consumption value and a new estimated value; If the new actual consumption value is less than the actual consumption value, the estimated value of the corresponding adjacent node is replaced with the new estimated value, and then the step of returning to select the node with the smallest estimated value in the first list as the current node continues to traverse until the current node is the end point and the shortest path of the mountain transport vehicle is obtained.

[0008] In a possible implementation manner of the first aspect, each inflection point is deleted to obtain remaining inflection points, including: If there is an obstacle within the preset range of the inflection point, the inflection point is retained; if there is no obstacle, the inflection point is deleted.

[0009] In a possible implementation of the first aspect, calculating the resultant force at the current position, and determining the sub-target point to be moved of the mountain transport vehicle according to the resultant force, includes: According to the gravitational potential energy function, calculate the gravitational force of the current position and determine whether the current position falls into the local optimal point. If so, mark the position as an obstacle; Based on all obstacles in the grid map, the repulsive force at the current position is calculated according to the repulsive potential energy function; Add the repulsive force and the attractive force by vector to get the resultant force at the current position.

[0010] In a possible implementation manner of the first aspect, after determining the sub-target point to be moved of the mountain transport vehicle according to the combined force, the method further includes: Get the distance between the current position and the sub-target point to be moved, and get the current distance; According to the current distance and the yaw angle of the mountain transport vehicle, the offset of the mountain transport vehicle during movement is calculated. If the offset is greater than the preset offset, the remaining sub-target points are cleared and the shortest path is recalculated.

[0011] In order to solve the same technical problem, a second aspect of an embodiment of the present invention provides a path planning system for a mountain transport vehicle, comprising: An acquisition module is used to acquire the mountain terrain data of the area where the mountain transport vehicle is located, and to perform raster processing on the mountain terrain data to obtain a raster map; An estimated value calculation module is used to determine the starting point position and the end point position based on the grid map, and calculate the estimated value of each node in the grid map according to the starting point position and the end point position; The shortest path determination module is used to screen according to the estimated value of each node to obtain the shortest path of the mountain transport vehicle, determine the inflection points of the shortest path according to the shortest path, delete each inflection point, and obtain the remaining inflection points; The planning module is used to determine the remaining turning points as sub-target points, and record the current position of the mountain transport vehicle when moving along the shortest path, determine whether the current position is at the sub-target point, if not, calculate the resultant force of the current position, determine the sub-target point to be moved of the mountain transport vehicle according to the resultant force, and determine whether the sub-target point to be moved is the terminal position. If not, continue to determine the sub-target point to be moved according to the resultant force of the sub-target point to be moved until the terminal position is reached and the planning stops.

[0012] In a possible implementation manner of the second aspect, the estimated value calculation module includes an actual consumption value calculation unit and an estimated consumption value calculation unit, wherein: The actual consumption value calculation unit is used to calculate the actual consumption value of each node and the starting point; The estimated consumption value calculation unit is used to calculate the estimated consumption value of each node and the end point position, and obtain the estimated value of each node according to the actual consumption value and the estimated consumption value.

[0013] A third aspect of an embodiment of the present invention provides a computer device, including: Memory for storing computer programs; The processor is used to implement the steps of the mountain transport vehicle path planning method of the first aspect when executing the computer program.

[0014] A fourth aspect of an embodiment of the present invention provides a storage medium having a computer program stored thereon. When the computer program is executed by a processor, the steps of the mountain transport vehicle path planning method of the first aspect are implemented.

[0015] The technical solution of the present invention has the following advantages: The mountain transport vehicle path planning method provided by the embodiment of the present invention performs rasterization processing on mountain terrain data, determines the starting point position and the end point position, calculates the estimated value of each node in the raster map, thereby determining the shortest path and each turning point of the shortest path, deletes each turning point to obtain the remaining turning points, determines the remaining turning points as sub-target points, and records the current position of the mountain transport vehicle when moving along the shortest path, determines whether the current position is at the sub-target point, if not, calculates the resultant force of the current position, determines the sub-target point to be moved of the mountain transport vehicle according to the resultant force, determines whether the sub-target point to be moved is the end point position, if not, continues to determine the sub-target point to be moved according to the resultant force of the sub-target point to be moved, until the end point position is reached and planning is stopped, and the above method significantly improves the autonomous navigation capability and safety of the mountain transport vehicle in a complex environment. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0017] Figure 1 A planning flow chart of a path planning method for a mountain transport vehicle in an embodiment of the present invention; Figure 2 It is a general planning flow chart of the path planning method for a mountain transport vehicle in an embodiment of the present invention; Figure 3 A* algorithm path planning flow chart of the mountain transport vehicle path planning method in an embodiment of the present invention; Figure 4 A flow chart of dynamic obstacle avoidance using the APF algorithm in a path planning method for a mountain transport vehicle in an embodiment of the present invention; Figure 5 4 is a system block diagram of a path planning system for a mountain transport vehicle in an embodiment of the present invention. DETAILED DESCRIPTION

[0018] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0019] The mountain transport vehicle path planning method provided by the embodiment of the present invention is as follows: Figure 1 As shown, Figure 1 This is a flow chart of a mountain transport vehicle path planning method, including steps S101 to S104, each of which is as follows: S101, obtaining mountain terrain data of the area where the mountain transport vehicle is located, and performing raster processing on the mountain terrain data to obtain a raster map.

[0020] In this embodiment, after obtaining the mountain terrain data, the map needs to be gridded, that is, rasterized, to obtain a raster map.

[0021] It should be noted that the raster map refers to a map obtained by converting a continuous map including mountain terrain data into discrete raster data.

[0022] S102: Based on the grid map, determine the starting point position and the end point position, and calculate the estimated value of each node in the grid map according to the starting point position and the end point position.

[0023] In this embodiment, when the map is gridded, the impassable places are marked as obstacles, the current position of the mountain transport vehicle is marked as the starting point and the position of the end point is determined, and the vehicle starts to execute the program.

[0024] Use the A* algorithm for global path planning, such as Figure 2 First, for each node, it is necessary to evaluate it and calculate the estimated value of each node, which is mainly divided into two parts: one is the actual consumption from the starting point to the node , and the second is the estimated consumption from the node to the target point , then the comprehensive evaluation of this point .

[0025] In one embodiment, the estimated value of each node in the grid map is calculated according to the starting point position and the end point position, including: Calculate the actual consumption value of each node and the starting point; Calculate the estimated consumption value of each node and the end point, and obtain the estimated value of each node based on the actual consumption value and the estimated consumption value.

[0026] In this embodiment, the actual consumption value from the starting point to the node Generally, the Manhattan distance from the starting point to the node is used as a metric. The estimated cost from the node to the end point is There are two mainstream calculation methods at present. One is to use the Manhattan distance from the node to the end point as the metric, and the other is to use the Euclidean distance as the metric. This solution uses the more accurate Euclidean distance as the metric. It also reduces the calculation time and improves the comprehensive evaluation function. The specific formula is as follows: In the formula, For nodes in The position on the axis, is the position of the node on the y-axis, Starting point The position on the axis, is the position of the starting point on the y-axis, is the actual consumption value, To estimate the consumption value, For the end point The position on the axis, is the position of the end point on the y-axis, To estimate the value, is the correlation coefficient.

[0027] S103, screening is performed according to the estimated value of each node to obtain the shortest path of the mountain transport vehicle, and based on the shortest path, each turning point of the shortest path is determined, and each turning point is deleted to obtain the remaining turning points.

[0028] In this embodiment, after obtaining the estimated value of each node, the shortest path is obtained according to the estimated value, and then the route of the shortest path is optimized, the turning points are deleted, and only the turning points that cannot be replaced are retained, and they are set as sub-target points in the APF obstacle avoidance algorithm, so as to use the APF algorithm to avoid obstacles.

[0029] In one embodiment, the shortest path of the mountain transport vehicle is obtained by screening according to the estimated value of each node, including: Create a first list and a second list, and store the starting point position in the first list; Select the node with the smallest estimated value in the first list as the current node, determine whether the current node is the end point, if so, store the current node in the second list, if not, add the adjacent nodes to the first list, and recalculate the actual consumption value and estimated value of each adjacent node to obtain a new actual consumption value and a new estimated value; If the new actual consumption value is less than the actual consumption value, the estimated value of the corresponding adjacent node is replaced with the new estimated value, and then the step of returning to select the node with the smallest estimated value in the first list as the current node continues to traverse until the current node is the end point and the shortest path of the mountain transport vehicle is obtained.

[0030] In this embodiment, if Figure 3 As shown, the specific steps of using the A* algorithm for global path planning are as follows.

[0031] S11. Create two lists, openlist and closelist, and place the starting point in openlist to complete the initialization of the program.

[0032] S12. Select the estimated value from the openlist The smallest node is taken as the current node. Determine whether the current node is the end point. If so, put it in the closelist, trace back the shortest path, and perform steps 13 and later. If not, search for all adjacent nodes.

[0033] S13. After searching all adjacent nodes, the situation of each adjacent node is judged. If the adjacent node is in the closelist, it means that the node has been explored and the node is skipped directly; if the node is in the openlist, the actual consumption value g(n) and the estimated value from the starting point to the node are recalculated. Continue to compare. If the actual cost of the recalculated point is less than the original value, it means that there is a closer path from the starting point to the node. The new data of the node replaces the old data. If the node is no longer in the openlist, put it in the openlist. Loop through all adjacent nodes until all adjacent nodes are processed.

[0034] S14: After all adjacent nodes of the current node are processed, the current node is placed in the closelist and the estimated value is selected from the openlist again. The smallest node is taken as the current node and step 12 is repeated until the end point is found.

[0035] S15. Backtrack the shortest path from the closelist and record all turning points.

[0036] It should be noted that the first list refers to the openlist and the second list refers to the closelist.

[0037] In one embodiment, each inflection point is deleted to obtain the remaining inflection points, including: If there is an obstacle within the preset range of the inflection point, the inflection point is retained; if there is no obstacle, the inflection point is deleted.

[0038] In this embodiment, all inflection points are traversed, and if there is no obstacle between the two inflection points before and after a certain inflection point, the node is deleted, and if there is an obstacle, the node is retained. After all inflection points are traversed, the remaining inflection points are set as sub-target points.

[0039] S104, determining the remaining turning points as sub-target points, and recording the current position of the mountain transport vehicle when moving along the shortest path, determining whether the current position is at the sub-target point, if not, calculating the resultant force of the current position, determining the sub-target point to be moved of the mountain transport vehicle according to the resultant force, and determining whether the sub-target point to be moved is the terminal position, if not, continuing to determine the sub-target point to be moved according to the resultant force of the sub-target point to be moved, until the terminal position is reached and the planning is stopped.

[0040] In this embodiment, the APF algorithm is used to calculate the mountain transport vehicle to move toward the current sub-target point, and the path needs to be adjusted at any time to prevent collision with dynamic obstacles. The APF algorithm is used for obstacle avoidance, and its process is as follows: Figure 4 As shown, the specific steps are as follows: S21, import the generated list of sub-target points, determine the initial position, initialize the parameters of the APF algorithm, and determine the current sub-target point.

[0041] S22, record the current position, determine whether the mountain transport vehicle has arrived at the sub-target point, if it has arrived, start moving towards the next sub-target point, if it has not arrived, it is necessary to calculate the gravitational force on the current position.

[0042] S23. Calculate the gravitational force at the current position.

[0043] S24, determine whether it is trapped in a local optimal point. By analyzing the position difference of the mountain transport vehicle before and after several moments, determine whether it is trapped in a local optimal point. If the mountain transport vehicle changes very little in several consecutive positions, it indicates that it may have fallen into a local optimal point. In this case, it is first necessary to mark the current position of the mountain transport vehicle and set this position as a virtual obstacle. This can effectively prevent the mountain transport vehicle from approaching or returning to this point again in the future, thereby avoiding falling into the local optimal point again; S25, counting information of all obstacles, including the virtual obstacles newly set in S24; S26, calculating the repulsive force at the current position; S27, performing vector addition of the gravitational force and the repulsive force on the mountain transport vehicle at the current position, so as to obtain the resultant force on the mountain transport vehicle at the current position; S28. Determine the next position of the mountain transport vehicle based on the calculated resultant force.

[0044] In one embodiment, calculating the resultant force at the current position and determining the sub-target point to be moved of the mountain transport vehicle according to the resultant force includes: According to the gravitational potential energy function, calculate the gravitational force of the current position and determine whether the current position falls into the local optimal point. If so, mark the position as an obstacle; Based on all obstacles in the grid map, the repulsive force at the current position is calculated according to the repulsive potential energy function; Add the repulsive force and the attractive force by vector to get the resultant force at the current position.

[0045] In this embodiment, in S26, the specific process of calculating the repulsive force at the current position and the attractive force at the current position is: The magnitude and direction of the gravitational force on the mountain transport vehicle are determined by the vector between the current position of the mountain transport vehicle and the sub-target point. Specifically, the target point is regarded as the center of a gravitational potential field that attracts the mountain transport vehicle to move toward it, and the gravitational potential field function is defined as: In the formula, represents the potential energy value of the mountain transport vehicle at its current position, and They represent the current position of the mountain transport vehicle and the position of the sub-target point respectively. Represents the potential energy field gain coefficient, which is adjusted by the user according to the actual working environment of the mountain transport vehicle and is generally set to a constant. Represents the direction vector from the current position of the mountain transport vehicle to the sub-target point, and its direction is from the current position of the mountain transport vehicle Point to the location of the sub-target point , its size | .

[0046] According to the gravitational potential energy function between the current position of the mountain transport vehicle and the sub-target point, the magnitude and direction of gravity can be calculated. The direction is from the mountain transport vehicle to the sub-target point, and the specific magnitude of gravity is the negative gradient of the gravitational potential field: In the formula, Represents the potential energy field gain coefficient, which is adjusted by the user according to the actual working environment of the mountain transport vehicle and is generally set to a constant. Represents the direction vector from the current position of the mountain transporter to the sub-target point.

[0047] In order to avoid collision with obstacles during the movement of the mountain transport vehicle, it is necessary to calculate the distance between the mountain transport vehicle and each obstacle (including n initial obstacles and m virtual obstacles) and determine whether the mountain transport vehicle has entered the repulsive field of the obstacle. First, by counting the size and position of all obstacles ( , ,……, ,……, ), a total of (n+m) obstacles, get the distance between each obstacle and the mountain transport vehicle . Then, based on these distances, it is determined whether the mountain transport vehicle has entered the repulsive field range of a certain obstacle. Therefore, it is necessary to calculate the repulsive force of the obstacle on the mountain transport vehicle based on the relative position of the obstacle and the mountain transport vehicle. If the mountain transport vehicle has not entered the repulsive field range of a certain obstacle, it can be considered that the obstacle will not affect the operation of the mountain transport vehicle and will not produce repulsive force on the mountain transport vehicle. Then the repulsive potential energy value of a single obstacle on the mountain transport vehicle is: in, Indicates The repulsive potential energy value of an obstacle on the mountain transport vehicle, represents the repulsion gain coefficient, Indicates the radius of the range of action of the obstacle's repulsive potential field.

[0048] The method used in this paper improves the repulsion gain coefficient. When the distance between the mountain transport vehicle and the target point is large, the gravitational force is large, and the repulsion force needs to be close enough to the obstacle to change the direction of the resultant force, so that the mountain transport vehicle changes its forward direction. Therefore, the method used in this invention needs to modify the repulsion gain coefficient so that it can automatically adapt to the change of gravitational force. The repulsion gain coefficient is defined as , is the coefficient, is a constant, and the corresponding repulsive force is: In the formula, is the repulsion gain coefficient, , is the coefficient, is the constant, It represents the radius of the range of action of the obstacle repulsive potential field, and the distance between each obstacle and the mountain transport vehicle. Represents the repulsive force of each obstacle on the mountain transport vehicle.

[0049] Finally, we need to loop and calculate the repulsive force of each obstacle on the mountain transport vehicle. , and perform vector addition to obtain the total repulsive force of the mountain transport vehicle . Adjust its motion trajectory according to the total repulsive force to avoid collision with obstacles.

[0050] In one embodiment, after determining the sub-target point to be moved of the mountain transport vehicle according to the combined force, the method further includes: Get the distance between the current position and the sub-target point to be moved, and get the current distance; According to the current distance and the yaw angle of the mountain transport vehicle, the offset of the mountain transport vehicle during movement is calculated. If the offset is greater than the preset offset, the remaining sub-target points are cleared and the shortest path is recalculated.

[0051] In this embodiment, it is also necessary to monitor the deviation between the position of the mountain transport vehicle and the original route, that is, the deviation. If the deviation is too large, it is necessary to clear the remaining sub-target points, and re-plan the path of the mountain transport vehicle using the A* algorithm, and then continue to execute subsequent steps. If the deviation is not large or there is no deviation, the obstacle avoidance step using the APF algorithm is repeated until the current sub-target point is reached.

[0052] Specifically, the deviation is comprehensively determined by the yaw angle and the distance between the current position and the sub-target point. The yaw angle is the angle between the line between the current sub-target point and the previous sub-target point and the line between the current sub-target point and the current position of the mountain transport vehicle. When the distance is less than a certain value, no further determination is made. On the contrary, if the yaw angle is greater than 45°, the path planning is performed again. At the same time, in order to save computing resources and reduce the calculation frequency, for example, the yaw degree is calculated every 3 seconds.

[0053] If the current sub-target point happens to be the end point of the entire trip plan, the mountain transport vehicle will immediately stop all movement behaviors according to the established program, stop at the end point, and the program ends. If the current sub-target point is not the end point, it will switch to the next sub-target point, and then repeat the steps of using the APF algorithm to avoid obstacles, calculate offsets, and determine the end point until it is determined to have reached the end point.

[0054] The present invention improves the A* path planning algorithm and the APF obstacle avoidance algorithm, not only improving the A* algorithm to a certain extent to make it more compatible with the APF algorithm, but also optimizing the overall algorithm process. Specifically, the steps of inflection point merging and determining sub-target points are added after the A* algorithm. This step can divide the path between the starting point and the end point into several sections, and the mountain transport vehicle can move toward the sub-target points and finally reach the end point. The movement of the mountain transport vehicle between each sub-target point uses APF for dynamic obstacle avoidance to make up for the shortcomings of the A* algorithm in dynamic planning. Secondly, the yaw boundary condition is added. When the mountain transport vehicle deviates from the original path to a certain extent under the disturbance of dynamic obstacles, the A* algorithm is used again for path planning. Through these improvement measures, this patent provides a more efficient and reliable mountain transport vehicle filter planning method, which can significantly improve the autonomous navigation capability and safety of mountain transport vehicles in complex environments.

[0055] The mountain transport vehicle path planning system provided by the embodiment of the present invention is as follows: Figure 5 As shown, Figure 5 The system block diagram of the mountain transport vehicle path planning system includes: The acquisition module 501 is used to acquire the mountain terrain data of the area where the mountain transport vehicle is located, and perform raster processing on the mountain terrain data to obtain a raster map; An estimated value calculation module 502 is used to determine the starting point position and the end point position based on the grid map, and calculate the estimated value of each node in the grid map according to the starting point position and the end point position; The shortest path determination module 503 is used to screen according to the estimated value of each node to obtain the shortest path of the mountain transport vehicle, determine the inflection points of the shortest path according to the shortest path, delete each inflection point, and obtain the remaining inflection points; The planning module 504 is used to determine the remaining turning points as sub-target points, and record the current position of the mountain transport vehicle when moving along the shortest path, determine whether the current position is at the sub-target point, if not, calculate the resultant force of the current position, determine the sub-target point to be moved of the mountain transport vehicle according to the resultant force, and determine whether the sub-target point to be moved is the terminal position. If not, continue to determine the sub-target point to be moved according to the resultant force of the sub-target point to be moved until the terminal position is reached and the planning stops.

[0056] The estimated value calculation module includes an actual consumption value calculation unit and an estimated consumption value calculation unit, wherein: The actual consumption value calculation unit is used to calculate the actual consumption value of each node and the starting point; The estimated consumption value calculation unit is used to calculate the estimated consumption value of each node and the end point position, and obtain the estimated value of each node according to the actual consumption value and the estimated consumption value.

[0057] The specific implementation of the path planning system for a mountain transport vehicle is substantially the same as the specific implementation of the path planning method for a mountain transport vehicle described above, and will not be described in detail herein.

[0058] In one embodiment of the present application, a computer device is provided, which includes a memory and a processor, wherein a computer program is stored in the memory, and the above steps are implemented when the processor executes the computer program; the computer device provided in this embodiment has an implementation principle and technical effects similar to those of the above method embodiments, and will not be repeated here.

[0059] In one embodiment of the present application, a computer-readable storage medium is provided, on which a computer program is stored, and the above steps are implemented when the computer program is executed by a processor; the computer-readable storage medium provided in this embodiment has an implementation principle and technical effects similar to those of the above method embodiment, and will not be repeated here.

[0060] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0061] The specific embodiments described above further illustrate the purpose, technical solutions and beneficial effects of the present invention. It should be understood that the above description is only a specific embodiment of the present invention and is not intended to limit the scope of protection of the present invention. It is particularly pointed out that for those skilled in the art, any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the scope of protection of the present invention.

Claims

1. A mountain transport vehicle path planning method, characterized in that: include: Acquire mountain terrain data of the area where the mountain transport vehicle is located, and perform rasterization processing on the mountain terrain data to obtain a raster map; Based on the grid map, determine the starting position and the end position, and calculate the estimated value of each node in the grid map according to the starting position and the end position; Screening according to the estimated value of each of the nodes to obtain the shortest path of the mountain transport vehicle, determining each inflection point of the shortest path according to the shortest path, and deleting each of the inflection points to obtain the remaining inflection points; The remaining turning points are determined as sub-target points, and the current position of the mountain transport vehicle when moving along the shortest path is recorded, and it is determined whether the current position is at the sub-target point. If not, the resultant force of the current position is calculated, and the sub-target point to be moved of the mountain transport vehicle is determined according to the resultant force, and it is determined whether the sub-target point to be moved is the terminal position. If not, the sub-target point to be moved is determined according to the resultant force of the sub-target point to be moved, until the terminal position is reached and the planning is stopped.

2. The mountain transport vehicle path planning method according to claim 1, characterized in that: The step of calculating the estimated value of each node in the grid map according to the starting point position and the end point position includes: Calculate the actual consumption value of each node and the starting point position; The estimated consumption value between each node and the end point is calculated, and the estimated value of each node is obtained according to the actual consumption value and the estimated consumption value.

3. The mountain transport vehicle path planning method according to claim 1, characterized in that: The method of screening according to the estimated value of each of the nodes to obtain the shortest path of the mountain transport vehicle includes: Create a first list and a second list, and store the starting point position in the first list; Select the node with the smallest estimated value in the first list as the current node, determine whether the current node is the end point, if so, store the current node in the second list, if not, add the adjacent nodes to the first list, and recalculate the actual consumption value and estimated value of each adjacent node to obtain a new actual consumption value and a new estimated value; If the new actual consumption value is less than the actual consumption value, the estimated value of the corresponding adjacent node is replaced with the new estimated value, and then the step of returning to select the node with the smallest estimated value in the first list as the current node continues to traverse until the current node is the end point, and the shortest path of the mountain transport vehicle is obtained.

4. The mountain transport vehicle path planning method according to claim 1, characterized in that: The inflection points are deleted to obtain the remaining inflection points, including: If there is an obstacle within the preset range of the inflection point, the inflection point is retained; if there is no obstacle, the inflection point is deleted.

5. The mountain transport vehicle path planning method according to claim 1, characterized in that: The calculating of the resultant force at the current position and determining the sub-target point to be moved of the mountain transport vehicle according to the resultant force include: Calculate the gravitational force of the current position according to the gravitational potential energy function, determine whether the current position is trapped in a local optimal point, and if so, mark the position as an obstacle; Based on all obstacles in the grid map, calculating the repulsive force at the current position according to a repulsive potential energy function; The repulsive force and the attractive force are vector-added to obtain a resultant force at the current position.

6. The mountain transport vehicle path planning method according to claim 1, characterized in that: After determining the sub-target point to be moved of the mountain transport vehicle according to the combined force, the method further includes: Obtaining the distance between the current position and the sub-target point to be moved to obtain the current distance; The offset of the moving mountain transport vehicle is calculated according to the current distance and the yaw angle of the mountain transport vehicle. If the offset is greater than a preset offset, the remaining sub-target points are cleared and the shortest path is recalculated.

7. A mountain transport vehicle path planning system, characterized in that: include: An acquisition module, used to acquire mountain terrain data of the area where the mountain transport vehicle is located, and to perform rasterization processing on the mountain terrain data to obtain a raster map; An estimated value calculation module, used to determine the starting position and the end position based on the grid map, and calculate the estimated value of each node in the grid map according to the starting position and the end position; A shortest path determination module, used for screening according to the estimated value of each node to obtain the shortest path of the mountain transport vehicle, determining each inflection point of the shortest path according to the shortest path, and deleting each inflection point to obtain the remaining inflection points; The planning module is used to determine the remaining turning points as sub-target points, and record the current position of the mountain transport vehicle when moving along the shortest path, determine whether the current position is at the sub-target point, if not, calculate the resultant force of the current position, determine the sub-target point to be moved of the mountain transport vehicle according to the resultant force, and determine whether the sub-target point to be moved is the terminal position, if not, continue to determine the sub-target point to be moved according to the resultant force of the sub-target point to be moved, until the terminal position is reached and the planning stops.

8. The mountain transport vehicle path planning system according to claim 7, characterized in that: The estimated value calculation module includes an actual consumption value calculation unit and an estimated consumption value calculation unit, wherein: The actual consumption value calculation unit is used to calculate the actual consumption value of each node and the starting point position; The estimated consumption value calculation unit is used to calculate the estimated consumption value of each node and the end point position, and obtain the estimated value of each node according to the actual consumption value and the estimated consumption value.

9. A computer device, characterized in that: include: Memory for storing computer programs; A processor, configured to implement the mountain transport vehicle path planning method as described in any one of claims 1 to 6 when executing the computer program.

10. A storage medium, characterized in that: The storage medium stores a computer program, which, when executed by a processor, implements the steps of the mountain transport vehicle path planning method according to any one of claims 1 to 6.

Images