Dynamic path rapid planning method for city scene confrontation simulation

Abstract

The invention belongs to the technical field of path navigation, and discloses a dynamic path rapid planning method for urban scene confrontation simulation, which comprises the following steps: firstly, in a simulation initialization stage, carrying out screening, filtering and customized preprocessing on OSM road network data in combination with traffic characteristics of battlefield vehicles; a passable road network suitable for simulation requirements is generated by configuring battlefield vehicle size parameters and setting an impassable area and a steering limiting condition; and then, in the simulation execution process, an incremental unit updating algorithm is triggered for a newly added obstacle, and weight updating is only performed on an affected graph unit, so that the problem of high time delay caused by total graph reconstruction is avoided, and the second-level path response capability is realized. According to the method, the dynamic characteristics of the battlefield environment and the efficient routing capability of the OSRM are fully fused, and the method has the advantages of being fast in path updating response, high in customizability and the like, and is particularly suitable for scenes of urban battlefield simulation, emergency drilling and the like with high-frequency dynamic change.

Description

Technical Field

[0001] The present invention belongs to the field of path navigation technology, and in particular relates to a dynamic path rapid planning method for urban scene confrontation simulation. Background Art

[0002] With the continuous advancement of battlefield simulation technology, the role of path planning systems in virtual urban environments has become increasingly prominent. When tactical vehicles maneuver and deploy in complex urban terrain, path planning must not only consider road structure but also the vehicle's physical limitations (such as size and turning radius) and the presence of obstacles in the battlefield setting (such as minefields and blockades).

[0003] Among existing technologies, the commonly used open source routing engine, OSRM (Open Source Routing Machine), performs well in conventional navigation scenarios and offers high-performance path query capabilities. This system pre-partitions and customizes the road network structure, significantly improving path calculation speed and making it suitable for large-scale, static map data processing scenarios. However, when applied to dynamic environments such as battlefield simulations, OSRM has significant shortcomings, as reflected in the following points:

[0004] (1) Lack of adaptability to tactical vehicle traffic constraints. OSRM defaults to civilian vehicle standards for trafficability judgment and cannot flexibly select passable roads based on factors such as battlefield vehicle size, load capacity, and turning ability.

[0005] (2) Unable to handle prohibited areas set in the simulation environment. For example, minefields or radiation zones preset in tactical simulations cannot be directly reflected in the road section structure of OSRM.

[0006] (3) It lacks the ability to update paths in real time. When a road state change occurs in the simulation environment (such as explosion, collapse, or road closure), OSRM must re-perform customized weight reconstruction on the entire map. This process is time-consuming and cannot cope with the high-frequency dynamic changes in the road network state in the battlefield environment. Summary of the Invention

[0007] To address the shortcomings of existing technologies, this paper proposes a dynamic and rapid path planning method for urban combat simulations. While retaining the original OSRM path calculation framework, this method optimizes the path preprocessing phase and the customized calculation of the road network weight matrix to address battlefield characteristics, effectively addressing the limitations of traditional OSRM in urban battlefield simulations. This method significantly improves the responsiveness and adaptability of path planning, meeting the needs for high-frequency path adjustments in dynamic and complex battlefield environments.

[0008] The technical solutions of the present invention are as follows:

[0009] A dynamic path rapid planning method for urban scenario confrontation simulation, including:

[0010] The OSRM configuration script sets battlefield vehicle size parameters, impassable areas, and steering angle restrictions, and screens, filters, and customizes pre-processing of OSM road network data to construct a traversable road network that meets the requirements of urban scenario confrontation simulations.

[0011] Based on the accessible road network, multi-level regional division is carried out according to the topological structure to form hierarchical partition units from small to large, and the connection relationship index between each partition unit is constructed;

[0012] Perform partition-level weight customization on each partition unit to generate a measurement matrix for each partition unit;

[0013] When the urban scene changes dynamically, based on the incremental unit update algorithm, only the affected partition units in the passable road network are updated with the traffic weights to generate a new multi-level partition map file;

[0014] Enable routing services to quickly plan routes for customers' route planning requests.

[0015] Preferably, the process of screening, filtering and customized pre-processing of OSM road network data includes: battlefield vehicle physical restriction filtering, fixed impassable area setting, steering angle restriction filtering and generating path cost.

[0016] Preferably, the battlefield vehicle physical restriction filtering includes: configuring the physical parameters of the battlefield vehicle using the Lua configuration script, matching and judging the restriction conditions of each road section with the physical parameters of the battlefield vehicle, and if the pass conditions are not met, removing the road section from the passable road network.

[0017] Preferably, the fixed impassable area setting includes: defining the latitude and longitude boundaries of the impassable area, scanning the latitude and longitude of the starting and ending points of each road section one by one, and judging whether it falls into the defined impassable area; if it falls into the impassable area, the travel speed of the road section is set to 0 and marked as impassable.

[0018] Preferably, the steering angle restriction filtering includes: for each turning path, calculating the angle between the front and rear road sections; if the absolute value of the angle is less than a preset minimum passable turning angle threshold, it is determined that the path node does not meet the conditions for safe vehicle passage, and the cost of the turning path is set to infinity.

[0019] Preferably, the generating of the path cost includes: extracting the speed value of each road section by the configuration script of OSRM, calculating the travel time based on the speed and distance, and generating the path cost in combination with the custom penalty coefficient.

[0020] Preferably, the process of the incremental unit update algorithm is: reading obstacle point data, updating the traffic status of the road section, initializing the metric matrix of each partition unit, locally updating the metric matrix, and updating the passable road network and weight file.

[0021] Preferably, the reading of obstacle point data includes: receiving a new obstacle point set S from the simulation model obstacle The obstacle point contains its longitude and latitude position in the map coordinate system. The obtained hierarchical graph index is used to obtain the road segment to which the obstacle point belongs, and the road segment is inserted into the generated obstacle segment set S segment .

[0022] Preferably, the updating of the traffic status of the road section includes: further dividing the affected area into several small areas R i , i represents the serial number of the range area, for R i Each road segment in is processed in parallel as follows:

[0023] (1) If the road section is S segment In the case of , the speed is set to 0, and the two endpoints of the road section are added to the set of points to be updated S update ;

[0024] (2) If the road section has been marked as an obstacle point, the speed mark of the road section is kept as 0;

[0025] (3) Otherwise, the road segment uses the initial speed value defined by the Lua configuration script.

[0026] Preferably, the initialization of the metric matrix of each partition unit includes: traversing the node set S to be updated update , obtain the partition unit to which each point belongs in each level of partition unit, and generate the affected unit set S cell , load the partition unit measurement matrix saved in the last customization phase locally, if the partition unit is in S cell In the case of S, it is initialized according to the default value, otherwise it is initialized directly according to the weight value loaded locally; the local update metric matrix includes: traversing all partition units, for the cell The partition unit in the first step is to recalculate the travel time based on the updated speed of the road section and the actual distance of the road section. Then, the final weight value of the path is recalculated based on the penalty coefficient and travel time in the configuration script to calculate the metric matrix M of the partition unit. cell , for the remaining partition units, keep the original weights unchanged.

[0027] Compared with the prior art, the present invention has the following beneficial effects:

[0028] 1. The present invention's rapid dynamic path planning method for urban scenario confrontation simulation adopts a customizable road network extraction mechanism, combines battlefield vehicle physical parameters with simulation scenario presets, completes multi-dimensional filtering in the preprocessing stage, and constructs a traversable road network that is more suitable for actual battlefield applications, significantly improving the usability and rationality of path planning.

[0029] 2. The present invention's rapid dynamic path planning method for urban scenario adversarial simulation has efficient local dynamic update capabilities. The proposed incremental unit update algorithm only performs directional weight adjustments on areas affected by obstacles during simulation, avoiding the time-consuming process of re-customizing the entire map in the original OSRM, and significantly improving the dynamic update efficiency of urban road networks. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments. By referring to the drawings, the features and advantages of the present invention can be more clearly understood. The drawings are schematic and should not be understood as limiting the present invention in any way. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0031] Figure 1 This is a flow chart of the dynamic path rapid planning method for urban scene confrontation simulation of the present invention.

[0032] Figure 2 This is the specific process of the present invention for screening, filtering and customized preprocessing of OSM road network data.

[0033] Figure 3 Flowchart for setting fixed impassable areas based on simulation scenarios.

[0034] Figure 4 This is a flow chart for path filtering based on the turning radius restriction of battlefield vehicles.

[0035] Figure 5 This is a comparison chart of the customization time consumption of the present invention and the OSRM native algorithm under different numbers of obstacles in Example 1. DETAILED DESCRIPTION

[0036] In order to more clearly understand the above-mentioned objects, features and advantages of the present invention, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that the embodiments of the present invention and the features therein can be combined with each other without conflict.

[0037] In the following description, many specific details are set forth to facilitate a full understanding of the present invention. However, the present invention may also be implemented in other ways different from those described herein. Therefore, the scope of protection of the present invention is not limited to the specific embodiments disclosed below.

[0038] In battlefield simulation environments, due to the frequent dynamic changes in obstacles, OSRM must re-execute the full customization phase after each environment update. This results in lengthy computational time and is unable to cope with the high-frequency dynamic changes in the road network state in battlefield environments. Therefore, while retaining OSRM's efficient path search capabilities, this paper designs a dynamic path planning method with customized filtering capabilities and an incremental update mechanism to meet the dual requirements of tactical simulation for path response speed and stability.

[0039] A dynamic path fast planning method for urban scene confrontation simulation, such as Figure 1 As shown, the specific steps include:

[0040] Step S1: Read nodes, paths, and their attributes from the OSM road network data, set battlefield vehicle size parameters, impassable areas, and steering angle restrictions in the OSRM configuration script (Lua configuration script), and screen, filter, and customize the OSM road network data to construct a traversable road network that meets the requirements of urban scene confrontation simulation.

[0041] In some embodiments, the process of screening, filtering and custom pre-processing the OSM road network data in step S1 is as follows: Figure 2 As shown:

[0042] Step S1-1: Filtering physical limitations of battlefield vehicles

[0043] During the OSRM preprocessing phase, a Lua configuration script is used to configure parameters such as the vehicle's dimensions (length, width, and height) and gross mass. For the Type 05 wheeled armored vehicle, its main parameters are: 5.275m × 2.26m × 2.54m, and a gross mass of 5500kg. These parameters are written into the preprocessing configuration file, as shown below:

[0044] vehicle_height=2.54

[0045] vehicle_width=2.26

[0046] vehicle_length=5.275

[0047] vehicle_weight=5500

[0048] During the road section extraction stage, the restrictions of each road (such as height limit and weight limit) are matched and judged with the battlefield vehicle parameters. If the traffic conditions are not met, the road section will be removed from the passable road network, avoiding paths that do not meet the traffic conditions of simulated battlefield vehicles from the source.

[0049] Step S1-2: Setting fixed impassable areas

[0050] In battlefield simulations, scenarios often include impassable areas such as minefields and nuclear contaminated areas. During the OSRM preprocessing phase, the longitude and latitude boundaries of these impassable areas are defined to prevent the calculated paths during the simulation from not conforming to the scenario settings.

[0051] like Figure 3 As shown in the figure, during the segment extraction phase, the latitude and longitude of the starting and ending points of each segment are scanned one by one to determine whether they fall into the defined impassable area. If they do, the speed of the segment is set to 0, marking it as impassable. The subsequent path calculation process will bypass these areas.

[0052] Step S1-3: Steering angle limit filtering

[0053] To address the problem of large turning radius of large battlefield vehicles, a road segment filtering mechanism based on steering angles was introduced in the OSRM preprocessing stage. Figure 4 As shown in the figure, during the segment extraction phase, for each turning path, the angle between the preceding and following segments is calculated. If the absolute value of this angle is less than the preset minimum passable turning angle threshold, the path node is deemed unsafe for the vehicle to pass. The cost of this turning path is set to infinite, actively avoiding such sections with sharp turns in subsequent path planning, effectively preventing problems such as vehicle impassability or jams due to insufficient turning radius.

[0054] In steps S1-4, the OSRM configuration script (Lua configuration script) extracts the speed value of each road segment, calculates the travel time based on speed and distance, and combines it with a custom penalty coefficient (used to impose penalties on specific types of roads) to generate a path cost for path search decisions. The higher the value, the lower the probability of selecting that path.

[0055] At this point, after processing from step S1-1 to step S1-4, the output traversable road network has the following characteristics:

[0056] (1) All traversable paths are adapted to the physical constraints of battlefield vehicles;

[0057] (2) Avoid predefined inaccessible areas in the simulation scenario;

[0058] (3) Avoid sharp turns that do not meet the turning radius of battlefield vehicles;

[0059] (4) The traversable road network can be directly loaded into the OSRM engine for efficient path calculation.

[0060] Step S2: Based on the accessible road network, perform multi-level regional division according to the topological structure, forming hierarchical partition units from small to large, and construct a connection relationship index between each partition unit. This stage divides the road network into multiple small areas for fine-grained local search. Small areas are further merged to form larger areas to support fast jump search during long-distance path planning. The construction of the connection relationship index between each partition unit facilitates rapid positioning and cross-region search, providing a spatial index foundation for subsequent customized calculations and incremental unit updates.

[0061] Step S3: Based on the path costs generated in step S1 and the hierarchical partitions obtained in step S2, partition-level weight customization is performed to generate a metric matrix for each partition. This stage traverses all road segments, recalculates travel times based on their speed and length, and updates the weights of each edge based on travel times and penalty coefficients. This generates a metric matrix for each partition, which is then used for the subsequent optimal path calculation.

[0062] Step S4: Determine whether dynamic environmental data is generated. If so, based on the incremental unit update algorithm, only the affected partition units in the passable road network are updated for the newly added obstacle points (such as explosions, landslides, blockages, etc.), and a new multi-level partition map file is generated; if not, execute step S5.

[0063] To address the drawback of OSRM path planning, which requires a full reconstruction of the weight matrix in dynamic updates, this paper proposes an incremental update algorithm. During simulation execution, this algorithm performs localized customization only on the partitions relevant to the newly added changes, avoiding the time-consuming recalculation of the entire road network required by the original mechanism, thereby achieving sub-second response capabilities.

[0064] In some embodiments, the incremental unit update algorithm process is as follows:

[0065] Step S4-1: Read obstacle point data

[0066] Receive the newly added obstacle point set S from the simulation model obstacle , the obstacle point contains its latitude and longitude position in the map coordinate system. Use the hierarchical graph index obtained in step S2 to obtain the road segment to which the obstacle point belongs, and insert the road segment into the generated obstacle segment set S segment .

[0067] Step S4-2: Update the traffic status of the road section

[0068] In order to improve the efficiency of local treatment, the affected area is further divided into several small areas R i , process each R in parallel i For each road segment, the following processing logic is executed:

[0069] (1) If the road section is S segment In the case of , the speed is set to 0, and the two endpoints of the road section are added to the set of points to be updated S update ;

[0070] (2) If the road section has been marked as an obstacle point, the speed mark of the road section is kept as 0;

[0071] (3) Otherwise, the road segment uses the initial speed value defined by the Lua configuration script.

[0072] Step S4-3: Initialize the metric matrix of each partition unit

[0073] Traverse the set of nodes to be updated S update , obtain the partition unit to which each point belongs in each level of partition unit, and generate the affected unit set S cell . Load the partition unit measurement matrix saved in the last customization phase. If the partition unit is in S cell If , it is initialized according to the default value, otherwise it is initialized directly according to the weight value loaded locally.

[0074] Step S4-4: Locally update the metric matrix

[0075] Traverse all partition units, for those included in S cell The partition unit in the first step is to recalculate the travel time based on the updated speed of the road section and the actual distance of the road section. Then, the final weight value of the path is recalculated based on the penalty coefficient and travel time in the configuration script to calculate the metric matrix M of the partition unit. cell For the remaining partition units, the original weights remain unchanged. Compared with the native full-map reconstruction method of OSRM, the present invention adopts a local partition unit update strategy in this step, recalculating the metric matrix only for the affected units, significantly shortening the road network update time.

[0076] Step S4-5: Update the accessible road network and weight files

[0077] Write the updated metric matrix into the weight file and generate a new multi-level partition graph file for the path calculation service to read.

[0078] Step S5: Start the routing service and implement fast path planning for the client's path planning request.

[0079] In some embodiments, after the routing service is enabled, the start and end point parameters are parsed for the client's path planning request, and the shortest path is calculated using a bidirectional multi-level Dijkstra algorithm.

[0080] Step S6: Continuously monitor environmental changes and path requests

[0081] If the environment changes (such as a new obstacle point), jump back to step S4 to update the incremental unit. If there is no change, continue to process the client's path planning request.

[0082] Example 1

[0083] Taking the Guangdong Province map as an example, the existing OSRM process and the dynamic path rapid planning method of the present invention are used to compare the time consumption of customizing the newly added obstacle points. Figure 5 As shown in the figure, the existing OSRM process needs to re-execute global customization under any number of obstacles, which takes 8 to 9 seconds. However, when the number of obstacle points does not exceed 500, the customization time of the present invention can be controlled within 1 second, which is more than 80% lower than the original algorithm, effectively meeting the second-level dynamic path planning requirements in the battlefield environment.

[0084] In the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," "connect," "fixed," etc. should be understood broadly. For example, they may refer to fixed connection, detachable connection, or integration; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0085] In the present invention, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Furthermore, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0086] In the present invention, the terms "first", "second", "third", and "fourth" are used for descriptive purposes only and should not be understood as indicating or implying relative importance. The term "plurality" refers to two or more, unless otherwise clearly defined.

[0087] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

Claims

1. A dynamic path rapid planning method for urban scene confrontation simulation, characterized by: include: The OSRM configuration script sets battlefield vehicle size parameters, impassable areas, and steering angle restrictions, and screens, filters, and customizes pre-processing of OSM road network data to construct a traversable road network that meets the requirements of urban scenario confrontation simulations. Based on the accessible road network, multi-level regional division is carried out according to the topological structure to form hierarchical partition units from small to large, and the connection relationship index between each partition unit is constructed; Perform partition-level weight customization on each partition unit to generate a measurement matrix for each partition unit; When the urban scene changes dynamically, based on the incremental unit update algorithm, only the affected partition units in the passable road network are updated with the traffic weights to generate a new multi-level partition map file; Enable routing services to quickly plan routes for customers' route planning requests.

2. The dynamic path rapid planning method according to claim 1, characterized in that: The process of screening, filtering and customized pre-processing of OSM road network data includes: battlefield vehicle physical restriction filtering, fixed impassable area setting, steering angle restriction filtering and generating path cost.

3. The dynamic path rapid planning method according to claim 2, characterized in that: The battlefield vehicle physical restriction filtering includes: using Lua configuration scripts to configure the physical parameters of battlefield vehicles, matching and judging the restriction conditions of each road section with the physical parameters of battlefield vehicles, and if the traffic conditions are not met, removing the road section from the passable road network.

4. The dynamic path rapid planning method according to claim 2, characterized in that: The fixed impassable area setting includes: defining the latitude and longitude boundaries of the impassable area, scanning the latitude and longitude of the starting and ending points of each road section one by one, and judging whether it falls into the defined impassable area. If it falls into the impassable area, the travel speed of the road section is set to 0 and marked as impassable.

5. The dynamic path rapid planning method according to claim 2, characterized in that: The steering angle restriction filtering includes: for each turning path, calculating the angle between the two preceding and following road sections; if the absolute value of the angle is less than a preset minimum passable turning angle threshold, it is determined that the path node does not meet the conditions for safe vehicle passage, and the cost of the turning path is set to infinity.

6. The dynamic path rapid planning method according to claim 2, characterized in that: The generation of the path cost includes: the OSRM configuration script extracts the speed value of each road section, calculates the travel time based on speed and distance, and generates the path cost in combination with the custom penalty coefficient.

7. The dynamic path rapid planning method according to claim 1, characterized in that: The process of the incremental unit update algorithm is as follows: reading obstacle point data, updating the traffic status of the road section, initializing the metric matrix of each partition unit, locally updating the metric matrix, and updating the passable road network and weight file.

8. The dynamic path rapid planning method according to claim 7, characterized in that: The reading of obstacle point data includes: receiving a new obstacle point set S from the simulation model obstacle The obstacle point contains its longitude and latitude position in the map coordinate system. The obtained hierarchical graph index is used to obtain the road segment to which the obstacle point belongs, and the road segment is inserted into the generated obstacle segment set S segment .

9. The dynamic path rapid planning method according to claim 7, characterized in that: The updating of the traffic status of the road section includes: further dividing the affected area into several small areas R i , i represents the serial number of the range area, for R i Each road segment in is processed in parallel as follows: (1) If the road section is S segment In the case of , the speed is set to 0, and the two endpoints of the road section are added to the set of points to be updated S update ; (2) If the road section has been marked as an obstacle point, the speed mark of the road section is kept as 0; (3) Otherwise, the road segment uses the initial speed value defined by the Lua configuration script.

10. The dynamic path rapid planning method according to claim 8, characterized in that: Initializing the metric matrix of each partition unit includes: traversing the node set S to be updated update , obtain the partition unit to which each point belongs in each level of partition unit, and generate the affected unit set S cell , load the partition unit measurement matrix saved in the last customization phase locally, if the partition unit is in S cell In the case of S, it is initialized according to the default value, otherwise it is initialized directly according to the weight value loaded locally; the local update metric matrix includes: traversing all partition units, for the cell The partition unit in the first step is to recalculate the travel time based on the updated speed of the road section and the actual distance of the road section. Then, the final weight value of the path is recalculated based on the penalty coefficient and travel time in the configuration script to calculate the metric matrix M of the partition unit. cell , for the remaining partition units, keep the original weights unchanged.

Images