Parking point determination method of data excitation vehicle, storage medium and equipment
By analyzing obstacle distribution and formation patterns, and using navigation calculation software to determine the actual stopping point of the data-driven vehicle, the problem of stopping point determination for the assisted driving system in complex terrain was solved, thus improving construction quality and efficiency.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-30
- Publication Date
- 2026-03-31
AI Technical Summary
In complex terrain conditions, the driver assistance system has difficulty accurately locating the stopping point of the data-driven vehicle, resulting in a decline in construction quality and efficiency.
By analyzing the distribution of obstacles in the target area, the deployment strategy and construction trajectory of the firing points are determined. Combined with the formation pattern of the data-induced vehicle group, the actual stopping position of each data-induced vehicle is calculated using navigation calculation software, and the assisted driving system is used to control it to drive to the accurate position.
In complex terrain, the data-driven vehicle was able to accurately determine its stopping point, improving the utilization rate of the driver assistance system and the quality and efficiency of construction.
Smart Images
Figure CN121763358A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of petroleum geological exploration technology, and more specifically, to a method, storage medium, and device for determining the stopping point of a data excitation vehicle. Background Technology
[0002] With the widespread application of efficient acquisition technologies such as controlled-source sliding scan (Slip-Sweep), distance-separated simultaneous sliding scan (DS4), and independent simultaneous scan (ISS), seismic source operators are forced to repeatedly operate the controlled-source seismic source hundreds or even thousands of times a day, which can easily lead to fatigue and affect construction quality and work efficiency.
[0003] To address the aforementioned issues, existing technologies typically employ driver assistance systems to control the seismic source to its stopping point before igniting the blasting point. However, due to the highly complex terrain of field construction sites, it is impossible to ensure that the controllable seismic sources are placed in a perfectly regular manner at most blasting points. There are very few perfect terrains that allow all controllable seismic sources within a group to stop at their theoretical stopping points. Most of the points assigned to the seismic sources within a group cannot be reached, or are not at reasonable stopping points, resulting in most blasting points being unable to use automatic driving. Since the theoretical stopping points are unavailable, it means that driver assistance systems cannot be used in complex terrain, thus reducing the utilization rate of driver assistance systems. Summary of the Invention
[0004] This application provides a method for determining the stopping point of a data-driven vehicle, aiming to provide the data-driven vehicle with more accurate and terrain-permissible stopping point locations, so that the driver assistance system can be used in most complex terrains.
[0005] The first aspect of this application provides a method for determining the stopping point of a data-driven vehicle, the method comprising:
[0006] Determine the deployment strategy for firing positions based on the distribution of obstacles in the target area;
[0007] Based on the aforementioned blast point deployment strategy, the blast point construction trajectory is determined;
[0008] Based on the blast point construction trajectory, the formation pattern of the data excitation vehicle group, and the current blast point position, determine the current actual stopping point position of each data excitation vehicle in the data excitation vehicle group. The formation pattern is that each data acquisition vehicle in the data excitation vehicle group is distributed at equal intervals along a straight line.
[0009] The main control unit controls each data excitation vehicle in the data excitation vehicle group to travel along the construction trajectory of the blast point to its corresponding current actual stopping point, and excites the current blast point.
[0010] Optionally, based on the firing point trajectory, the formation pattern of the data excitation vehicle group, and the current firing point position, the position of the current actual stopping point of each data excitation vehicle in the data excitation vehicle group is determined, including:
[0011] The direction of the firing line is determined based on the position of the current firing point in the firing point construction trajectory and the position of the next firing point adjacent to the current firing point.
[0012] The direction of the firing line is determined as the direction of the formation distribution of the data-generated vehicle crew, and the midpoint of the straight line corresponding to the formation pattern is located at the current firing point.
[0013] Based on the formation pattern, the formation distribution direction, and the location of the midpoint in the formation pattern, determine the position of the current theoretical stopping point for each data excitation vehicle in the data excitation vehicle group;
[0014] Based on the current theoretical stopping point location and the blasting point construction trajectory, determine the deviation between the current theoretical stopping point and the blasting point construction trajectory;
[0015] Based on the deviation results, determine the current actual stopping point of each data excitation vehicle in the data excitation vehicle group.
[0016] Optionally, based on the deviation results, the current actual stopping point position of each data excitation vehicle in the data excitation vehicle group is determined, including:
[0017] If the deviation result is that all current theoretical stopping points are located on the blast point construction trajectory, then the positions of all current theoretical stopping points are determined as the positions of the current actual stopping points;
[0018] If the deviation result indicates that there is a deviation between the current theoretical stopping point and the blasting point construction trajectory, draw a perpendicular line segment from the current theoretical stopping point to the blasting point construction trajectory direction, perpendicular to the formation distribution direction.
[0019] The location of the current actual stopping point is determined based on the intersection of the vertical line segment and the blasting trajectory.
[0020] Optionally, the location of the current actual stopping point is determined based on the intersection of the vertical line segment and the blasting trajectory, including:
[0021] If the vertical line segment intersects with the blast point construction trajectory, the intersection of the vertical line segment and the blast point construction trajectory is determined as the current actual stopping point.
[0022] If the vertical line segment does not intersect with the blast point construction trajectory, a warning is issued to remind the user so that the user can manually control the data excitation vehicle to travel along the blast point construction trajectory until the midpoint of the data excitation vehicle is located at the current blast point position.
[0023] Optionally, the blast point deployment strategy is used to determine the blast point construction trajectory, including:
[0024] Based on the aforementioned gun point deployment strategy, the trajectory acquisition vehicle is controlled to travel in the target area until it has traveled through all gun point positions in the aforementioned gun point deployment strategy without repetition, thereby obtaining the corresponding travel trajectory.
[0025] The driving trajectory was determined as the blasting point construction trajectory.
[0026] Optionally, if the vertical line segment does not intersect with the firing point trajectory, a warning is issued to the user, prompting the user to manually control the data excitation vehicle to travel along the firing point trajectory until the midpoint of the data excitation vehicle is located at the current firing point position. The method further includes:
[0027] If the vertical line segment and the blast point construction trajectory do not intersect for more than the preset number of consecutive times, reset the formation mode of the data excitation vehicle group.
[0028] Based on the new formation pattern of the data-stimulated vehicle group, the construction trajectory of the firing point, and the current position of the firing point, the current actual stopping point of each data-stimulated vehicle in the data-stimulated vehicle group is determined.
[0029] A second aspect of this application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps in the data-activated vehicle stop point determination method as described in any of the first aspects.
[0030] A third aspect of this application provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the steps of the data-activated vehicle stopping point determination method as described in any of the first aspects.
[0031] Beneficial effects:
[0032] This application provides a method for determining the stopping point of a data excitation vehicle. The method includes: determining a firing point deployment strategy based on the obstacle distribution in a target area; determining the firing point construction trajectory based on the firing point deployment strategy; determining the current actual stopping point position of each data excitation vehicle in the data excitation vehicle group based on the firing point construction trajectory, the formation pattern of the data excitation vehicle group, and the current firing point position, wherein the formation pattern is that each data acquisition vehicle in the data excitation vehicle group is equidistantly distributed along a straight line; and controlling each data excitation vehicle in the data excitation vehicle group to travel along the firing point construction trajectory to its corresponding current actual stopping point position and excite the current firing point.
[0033] By acquiring the obstacle distribution in the target area, a deployment strategy for firing points in obstacle-free areas is determined. Then, based on the determined deployment strategy, the route trajectory is confirmed to obtain the firing point construction trajectory. Next, using the set formation pattern of the data-induced vehicle group, the firing point construction trajectory, and the current firing point position, the current actual stopping positions of other data-induced vehicles are determined when the midpoint of the data-induced vehicle group is at the current firing point position. Based on the obtained current actual stopping positions, the main controller can control the data-induced vehicles to move towards their respective current actual stopping positions along the firing point construction trajectory. Since controlling the data-induced vehicles to move towards their current actual stopping positions is achieved through an assisted driving system, the method of this application allows the assisted driving system to be used even in complex environments. Attached Figure Description
[0034] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0035] Figure 1 This is a flowchart of a method for determining the stopping point of a data-generated vehicle according to an embodiment of this application;
[0036] Figure 2 This is a schematic diagram showing the positions of the blasting point and the actual stopping point on the blasting point construction trajectory according to an embodiment of this application;
[0037] Figure 3 This is a schematic diagram of the current theoretical stopping point provided in an embodiment of this application;
[0038] Figure 4 This is a schematic diagram of the current actual stopping point provided in an embodiment of this application. Detailed Implementation
[0039] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.
[0040] This application provides a flowchart of a method for determining the stopping point of a data-driven vehicle, as shown in the embodiments below. Figure 1 As shown. Specifically, the data-driven vehicle stopping point determination method provided in this application includes:
[0041] S11: Determine the artillery deployment strategy based on the obstacle distribution in the target area.
[0042] In petroleum geological exploration, theoretically, blast points should be evenly distributed throughout the target area during construction design. However, due to the presence of various obstacles within the target area, such as sand dunes, mounds, vegetation, and railways, the deployment of blast points must avoid these obstacles to ensure accessibility. Specifically, before deploying blast points and controlling the vehicle to travel in the target area, the blast points are reasonably offset. One method for blast point deployment is to use drones to photograph the target area, obtain aerial images, identify obstacles within the target area from these images, and then combine all the images to determine a blast point deployment strategy that avoids these obstacles based on blast point offset rules.
[0043] S12: Determine the blasting trajectory based on the blasting point deployment strategy.
[0044] Specifically, after obtaining the blast point deployment strategy through the above steps, based on aerial photographs or by having personnel drive trajectory collection vehicles to avoid obstacles within the target area, the positions of each blast point in the blast point deployment strategy are connected. After the journey is completed, the blast point construction trajectory corresponding to the target area that maximizes travel time is obtained. This route trajectory is a path that the data excitation vehicle group can travel smoothly without passing through any obstacles, allowing each data excitation vehicle in the data excitation vehicle group to stop at a stop point around the blast point, and this stop point is also located on the route trajectory. Therefore, in this embodiment, the data excitation vehicle will perform sequential blast point construction on this blast point construction trajectory, and the data excitation vehicle's blast point construction trajectory is also the trajectory of the data excitation vehicle group to travel and excite the blast points.
[0045] S13: Based on the blast point construction trajectory, the formation pattern of the data excitation vehicle group, and the current blast point position, determine the current actual stopping point position of each data excitation vehicle in the data excitation vehicle group. The formation pattern is that each data acquisition vehicle in the data excitation vehicle group is distributed at equal intervals along a straight line.
[0046] In this application, the data excitation vehicle group consists of multiple data excitation vehicles, each of which is a controllable seismic source. Therefore, the data excitation vehicle group is essentially a collection of movable controllable seismic sources. During the process of controlling the data excitation vehicle group to excite the shot point, to ensure stable excitation, the midpoint of the data excitation vehicle group must coincide with the shot point. To achieve this coincidence, in this embodiment, before the data excitation vehicle group moves to the current shot point to be excited, the assisted driving system provides each data excitation vehicle with its corresponding current actual stopping point. This ensures that after all data excitation vehicles stop at their respective current actual stopping points, the midpoint of the data excitation vehicle group coincides with the shot point. When the data excitation vehicle group consists of an odd number of data excitation vehicles, the midpoint of the data excitation vehicle group is the data excitation vehicle located in the middle position.
[0047] Furthermore, after obtaining the firing trajectory, the staff uploads it to the navigation and calculation software of each data excitation vehicle in the data excitation vehicle group. This allows the data acquisition group to calculate the current actual stopping point of each data excitation vehicle before heading towards the current firing point. The navigation and calculation software is part of the driver assistance system within the data excitation vehicle group.
[0048] Specifically, the staff sets the firing mode of the data-induced firing vehicle group in the navigation calculation software. This firing mode determines the jump point rule for the next firing point after the current firing point is fired. In the application, the firing mode is selected as the trajectory-direction mode, meaning that after the current firing point is fired, the next firing point on the construction trajectory is selected as the next new current firing point. After determining the firing mode, in order to use the navigation calculation software to determine the current actual stopping position, the staff pre-simulates a formation mode for the data-induced firing vehicle group in the navigation calculation software. According to this formation mode, the navigation calculation software simulates the data-induced firing vehicle group driving in this formation mode. At the same time, based on the current firing point position, it determines the position of other data-induced firing vehicles in the data-induced firing vehicle group at this time. Based on the position, it determines the current actual stopping position of each data-induced firing vehicle. This current actual stopping position is the actual position that the data-induced firing vehicle should reach when actually driving, i.e., along the firing point construction trajectory. In the formation mode, the distribution of each data-induced firing vehicle in the data-induced firing vehicle group is equidistant along a straight line.
[0049] S14: The main control unit controls each data excitation vehicle in the data excitation vehicle group to travel along the construction trajectory of the blast point to the position of its corresponding current actual stopping point, and excites the current blast point.
[0050] Specifically, after the navigation calculation software in the assisted driving system determines the current actual stopping point of each data excitation vehicle, the main control unit controls the data excitation vehicle group to travel along the blast point construction trajectory until each data excitation vehicle travels to its corresponding current actual stopping point. At this point, the midpoint of the data excitation vehicle group coincides with the current blast point position, and the main control unit controls the seismic source to excite the current blast point. After the blast point is ignited, the navigation calculation software determines the next blast point on the blast point construction trajectory as the new current blast point, calculates the new current actual stopping point position, and then controls the data excitation vehicle group to travel. In this embodiment, as... Figure 2 As shown, a schematic diagram of the positions of the blasting point and the actual stopping point on the blasting point construction trajectory is also provided. In the diagram, the blasting point and the actual stopping point are precisely located on the blasting point construction trajectory, which enables the assisted driving system to intelligently control the data to drive the vehicle to its corresponding position even in terrain with obstacles.
[0051] In conjunction with the above embodiments, in one implementation, the present invention also provides a method for determining the stopping point of a data-induced vehicle. In this method for determining the stopping point of a data-induced vehicle, step S13 includes steps S21 to S23:
[0052] S21: Determine the firing line direction based on the position of the current firing point in the firing point construction trajectory and the position of the next firing point adjacent to the current firing point.
[0053] S22: Determine the firing line direction as the formation distribution direction of the data-generating vehicle crew, and determine that the midpoint of the straight line corresponding to the formation pattern is located at the current firing point.
[0054] Specifically, based on the position of the current blast point and the position of the next adjacent blast point in the blasting trajectory, the line connecting the current blast point and the next blast point is defined as the blast line, where the direction from the current blast point to the next blast point along the blast line is the blast line direction. In this embodiment, when the data-induced firing vehicle group is simulated to travel in formation mode using navigation calculation software, the blast line direction is determined as the simulated formation distribution direction of the data-induced firing vehicle group. That is, in the navigation calculation software, the simulated data-induced firing vehicle group travels towards the current blast point in a formation distribution direction along the blast line direction and a corresponding formation mode, until the midpoint of the straight line corresponding to the formation mode of the data-induced firing vehicle group is located at the current blast point.
[0055] S23: Based on the formation pattern, the formation distribution direction, and the location of the midpoint in the formation pattern, determine the position of the current theoretical stopping point for each data excitation vehicle in the data excitation vehicle group.
[0056] Specifically, based on the aforementioned formation pattern, formation distribution direction, and midpoint position within the formation pattern, the navigation calculation software simulates the location of each data-stimulating vehicle within the current data-stimulating vehicle group when the group travels along the formation distribution direction and pattern until its midpoint coincides with the current firing point. These locations are the theoretical stopping points for each data-stimulating vehicle. For example... Figure 3 As shown in the figure, this embodiment also provides a schematic diagram of the current theoretical stopping point, and the straight line corresponding to the formation pattern of the data-induced train group is as follows. Figure 3 As shown, influenced by the formation distribution direction, this straight line lies on the extension of the firing line between the current firing point and the next firing point, and the midpoint of this straight line is the position of the current firing point. At this time, the two data triggering vehicles are... Figure 3 The position in the middle is the current theoretical stopping point.
[0057] S24: Based on the current theoretical stopping point location and the blasting point construction trajectory, determine the deviation between the current theoretical stopping point and the blasting point construction trajectory.
[0058] S25: Based on the deviation results, determine the current actual stopping point position of each data excitation car in the data excitation car group.
[0059] Specifically, after obtaining the current theoretical stopping point position for each data excitation vehicle according to the above steps, the deviation between the current theoretical stopping point and the firing point trajectory is determined based on the current theoretical stopping point position and the firing point trajectory. This deviation result indicates whether the current theoretical stopping point is located on the firing point trajectory. Based on the different deviation results, the current actual stopping point position for each data excitation vehicle in the data excitation vehicle group is determined.
[0060] In conjunction with the above embodiments, in one implementation, the present invention also provides a method for determining the stopping point of a data-generated vehicle. In this method for determining the stopping point of a data-generated vehicle, step S25 includes steps S31 to S33:
[0061] S31: If the deviation result is that all current theoretical stopping points are located on the blast point construction trajectory, determine the positions of all current theoretical stopping points as the positions of current actual stopping points.
[0062] Specifically, if the deviation result indicates that the current theoretical stopping point is located on the blasting point construction trajectory, then the current theoretical stopping point is not in the area of obstacles. In other words, the data-induced vehicle can successfully reach the current theoretical stopping point along the blasting point construction trajectory. At this point, the positions of all current theoretical stopping points are determined as the positions of the current actual stopping points.
[0063] S32: If the deviation result indicates that there is a deviation between the current theoretical stopping point and the blasting point construction trajectory, draw a perpendicular line segment from the current theoretical stopping point to the blasting point construction trajectory direction, perpendicular to the formation distribution direction.
[0064] S33: Determine the current actual stopping point location based on the intersection of the vertical line segment and the blasting point construction trajectory.
[0065] Specifically, if the deviation result indicates that there is a deviation between the current theoretical stopping point and the blasting point construction trajectory, that is, the current theoretical stopping point is not in the blasting point construction trajectory but in the obstacle area, then it is necessary to attach the current theoretical stopping point to the blasting point construction trajectory so that the data excitation vehicle can smoothly travel along the blasting point construction trajectory to reach the current actual stopping point.
[0066] Specifically, such as Figure 4 As shown in the diagram, this embodiment also illustrates the location of the current actual stopping point. When there is a deviation between the current theoretical stopping point and the blast point construction trajectory, a perpendicular line segment is drawn from the current theoretical stopping point towards the blast point construction trajectory, perpendicular to the formation distribution direction. The length of this perpendicular line segment is determined by the construction design, i.e., the length of this perpendicular line segment is limited. Since it is a perpendicular line segment drawn towards the blast point construction trajectory, if the current theoretical stopping point and the blast point construction trajectory are close, the perpendicular line segment may intersect with the blast point construction trajectory; if the current theoretical stopping point and the blast point construction trajectory are far apart, the perpendicular line segment may not intersect with the blast point construction trajectory. Therefore, depending on the different situations, the distance between the current theoretical stopping point and the blast point construction trajectory is further determined to determine whether the simulated data excitation vehicle located at the current theoretical stopping point can be attracted to the blast point construction trajectory, thereby determining the current actual stopping point location of the data excitation vehicle.
[0067] In conjunction with the above embodiments, in one implementation, the present invention also provides a method for determining the stopping point of a data-induced vehicle. In this method for determining the stopping point of a data-induced vehicle, step S33 includes steps S41 to S42:
[0068] S41: When the vertical line segment intersects with the blast point construction trajectory, the intersection point of the vertical line segment and the blast point construction trajectory is determined as the current actual stopping point.
[0069] Specifically, if the vertical line segment intersects with the firing point's trajectory, the intersection point is the current actual stopping point corresponding to the current theoretical stopping point. After determining the intersection points on the firing point's trajectory corresponding to each current theoretical stopping point, the position of the current actual stopping point for each data excitation vehicle in the data excitation vehicle group can be obtained. At this point, the data excitation vehicle group can be controlled to travel to the position of the current actual stopping point corresponding to each data excitation vehicle.
[0070] S42: If the vertical line segment does not intersect with the blast point construction trajectory, issue a warning to the user so that the user can manually control the data excitation vehicle to travel along the blast point construction trajectory until the midpoint of the data excitation vehicle is located at the current blast point position.
[0071] Specifically, if the perpendicular segment does not intersect the trajectory, meaning the stopping point rules of the construction design are not met, the navigation calculation software will issue a warning, reminding the user that the accurate current actual stopping point cannot be determined. In this case, to ensure successful activation of the current firing point, the assisted driving will be switched to manual driving to control the data excitation vehicle to its center position at the current firing point.
[0072] In conjunction with the above embodiments, in one implementation, the present invention also provides a method for determining the stopping point of a data-induced vehicle. In this method for determining the stopping point of a data-induced vehicle, step S12 includes steps S51 to S52:
[0073] S51: Based on the gun point deployment strategy, control the trajectory acquisition vehicle to drive in the target area until it has driven through all gun point positions in the gun point deployment strategy without repetition, and obtain the corresponding driving trajectory.
[0074] S52: The driving trajectory is determined as the blasting point construction trajectory.
[0075] Specifically, determining the shot point deployment strategy includes the exact location, number, and spacing of the shot points. Simultaneously, a trajectory acquisition vehicle is prepared, ensuring it is equipped with a high-precision navigation and positioning system (such as GPS / RTK-GPS) and data recording equipment capable of recording the vehicle's trajectory in real time. The trajectory acquisition vehicle then begins to travel within the target area based on the shot point deployment strategy. During travel, the navigation system guides the vehicle to each shot point location according to the imported shot point deployment strategy. Simultaneously, the monitoring system tracks the vehicle's trajectory in real time to ensure no shot points are missed or duplicated. After travel, the recorded trajectory is compared with the shot point deployment strategy to confirm that each shot point location is accurately covered. After verification of no duplicate coverage, the recorded trajectory is designated as the shot point construction trajectory, which will serve as the basis for the data-generating vehicle's movement in subsequent seismic exploration operations.
[0076] In conjunction with the above embodiments, in one implementation, the present invention also provides a method for determining the stopping point of a data-induced vehicle. In this method for determining the stopping point of a data-induced vehicle, after step S42, the method further includes steps S61 to S62:
[0077] S61: If the vertical line segment and the blast point construction trajectory do not intersect for more than the preset number of consecutive times, reset the formation mode of the data excitation vehicle group.
[0078] S62: Based on the new formation pattern of the data-stimulated vehicle group, the construction trajectory of the firing point, and the current position of the firing point, determine the current actual stopping point of each data-stimulated vehicle in the data-stimulated vehicle group.
[0079] This embodiment also includes a preset number of attempts. This preset number of attempts is used to determine whether the data-induced vehicle is continuously controlled manually by the user, rather than being intelligently controlled to travel to the current actual stopping point. Specifically, if the situation where the vertical line segment and the firing point's trajectory do not intersect occurs repeatedly until the number of occurrences exceeds the preset number, it indicates that the data-induced vehicle has been manually controlled for an extended period. This suggests that the simulation of the current theoretical stopping point is unreasonable, making it impossible to find the current actual stopping point from the theoretical stopping point. Therefore, the formation mode of the data-induced vehicle is reset, for example, by setting the formation mode to be perpendicular to the firing line.
[0080] Based on the new data-driven vehicle formation, the firing trajectory, and the current firing point position, the new theoretical stopping point position corresponding to the data-driven vehicle can be simulated. Based on the new theoretical stopping point position and the vertical segment, the case where the vertical segment and the firing trajectory do not intersect can be redefined, and the current actual stopping point position can be obtained.
[0081] Based on the same inventive concept, one embodiment of this application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements any step in a method for determining the stopping point of a data-activated vehicle.
[0082] Based on the same inventive concept, one embodiment of this application provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements any step in a method for determining the stopping point of a data-activated vehicle.
[0083] In the data excitation vehicle stopping point determination method provided in this application embodiment, the current theoretical stopping point is determined by setting the formation mode and formation distribution direction of the data excitation vehicle group, and then the current actual stopping point on the blasting point construction trajectory is determined based on the current theoretical stopping point. This enables the assisted driving system to control the data excitation vehicle group to travel along the blasting point construction trajectory to the position of the current actual stopping point corresponding to each data excitation vehicle. This solves the problem that the assisted driving system cannot determine the stopping point due to the large number of obstacles in the terrain, which in turn makes the assisted driving system unusable.
[0084] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.
[0085] Those skilled in the art will understand that embodiments of the present invention can provide methods, apparatus, electronic devices, storage media, or computer program products. Therefore, embodiments of the present invention can take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, embodiments of the present invention can take the form of computer program products implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.
[0086] Although preferred embodiments of the present application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments of the present application.
[0087] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.
[0088] Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes that element.
[0089] The above provides a detailed description of the method, storage medium, and device for determining the stopping point of a data-generated vehicle. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.
Claims
1. A method for determining a stop point of a data activation vehicle, characterized by, The method comprises: determining a shot point deployment strategy according to an obstacle distribution of a target area; determining a shot point construction track according to the shot point deployment strategy; determining a position of a current actual stop point corresponding to each data shooting vehicle in the data shooting vehicle group according to the shot point construction track, a formation mode of the data shooting vehicle group and a position of a current shot point, wherein the formation mode is that each acquisition vehicle in the data shooting vehicle group is distributed equidistantly along a straight line; controlling, by a host computer, each data shooting vehicle in the data shooting vehicle group to travel to the position of the current actual stop point corresponding thereto along the shot point construction track, and to shoot the current shot point.
2. The method of claim 1, wherein, The method comprises: determining a shot point construction track according to the shot point deployment strategy, comprising: controlling a track acquisition vehicle to travel in the target area until all shot point positions in the shot point deployment strategy are traveled without repetition, and obtaining a corresponding travel track; determining the travel track as the shot point construction track. determining a shot point construction track according to the shot point deployment strategy, comprising: determining a shot line direction according to a position of a current shot point in the shot point construction track and a position of a next shot point adjacent to the current shot point; 3. The method of claim 2, wherein, determining that the shot line direction is a formation distribution direction of the data shooting vehicle group, and determining that a midpoint of the formation mode is located at the position of the current shot point; determining a position of a current theoretical stop point corresponding to each data shooting vehicle in the data shooting vehicle group according to the formation mode, the formation distribution direction and the position of the midpoint in the formation mode; determining a deviation result of the current theoretical stop point from the shot point construction track according to the position of the current theoretical stop point; determining a position of a current actual stop point corresponding to each data shooting vehicle in the data shooting vehicle group according to the deviation result.
4. The method of claim 3, wherein, The method comprises: in a case where the deviation result is that all current theoretical stop points are located on the shot point construction track, determining the positions of all current theoretical stop points as the positions of current actual stop points; in a case where the deviation result is that there is a current theoretical stop point deviated from the shot point construction track, drawing a perpendicular line segment perpendicular to the formation distribution direction at the position of the current theoretical stop point in the direction of the shot point construction track; 5. The method of claim 1, wherein, determining the position of the current actual stop point according to an intersection of the perpendicular line segment and the shot point construction track. The method comprises: in a case where the perpendicular line segment and the shot point construction track have an intersection point, determining the intersection point of the perpendicular line segment and the shot point construction track as the position of the current actual stop point; in a case where the perpendicular line segment and the shot point construction track do not have an intersection point, issuing a warning to remind a user to manually control the data shooting vehicle group to travel along the shot point construction track until a midpoint of the data shooting vehicle group is located at the position of the current shot point. The method comprises: controlling a track acquisition vehicle to travel in the target area until all shot point positions in the shot point deployment strategy are traveled without repetition, and obtaining a corresponding travel track; determining the travel track as the shot point construction track.
6. The method of claim 4, wherein, In the case that the vertical segment and the shot construction track do not have intersection points, a warning is issued to remind the user to manually control the data excitation vehicle group to travel along the shot construction track until the midpoint of the data excitation vehicle group is located behind the current shot point position, and the method further comprises: If the case that the vertical segment and the shot construction track do not have intersection points occurs continuously more than a preset number of times, the formation mode of the data excitation vehicle group is reset; Based on the new formation mode of the data excitation vehicle group, the shot construction track and the position of the current shot point, the position of the current actual stopping point corresponding to each data excitation vehicle in the data excitation vehicle group is determined.
7. A computer-readable storage medium having stored thereon a computer program, characterized in that The computer program is executed by the processor to implement the steps in the stopping point determination method of the data excitation vehicle according to any one of claims 1 to 6.
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 implement the steps in the stopping point determination method of the data excitation vehicle according to any one of claims 1 to 6.