Unmanned vehicle equipment and control method thereof
By using adjustable sensing units and support structures, the flexibility problem of unmanned vehicles operating in narrow and open areas has been solved, enabling stable passage and information acquisition of unmanned vehicles in complex environments and expanding application scenarios.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- SHENZHEN ECHIEV AUTONOMOUS DRIVING TECH CO LTD
- Filing Date
- 2025-12-19
- Publication Date
- 2026-04-10
AI Technical Summary
Traditional autonomous vehicles suffer from poor flexibility in adjusting their extended components when operating in narrow and open areas, which prevents them from passing through narrow areas or affects the overall outline of the vehicle body, thus limiting their application scenarios.
The design incorporates adjustable sensing units and a support structure. The support structure drives the sensing units to move between retracted and extended positions. Combined with motor drive technology, the real-time position adjustment of the sensing units is achieved, ensuring that the unmanned vehicle does not interfere with the external environment when traveling in narrow areas.
It enables unmanned vehicles to simultaneously ensure navigation safety and physical accessibility in complex environments, expands application potential, improves equipment utilization, and is suitable for stable operation in heavy-load and vibration environments.
Smart Images
Figure CN121822307A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the technical field of unmanned vehicles, in particular to an unmanned vehicle device and a control method thereof. BACKGROUND
[0002] In the field of unmanned vehicles, in order to reliably detect the 360-degree environment around the vehicle body, a laser radar is usually used as a core sensor. A common layout scheme is to install multiple laser radars at different positions of the vehicle body at specific angles. In order to obtain a better field of view and avoid obstruction by the vehicle body itself, the mounting bracket often needs to extend a certain distance from the vehicle body, so that the radar detection surface exceeds the overall outline of the vehicle body. Unmanned vehicles have been widely used in industries such as logistics and warehouse storage and large assembly transportation.
[0003] In some special scenarios with limited space, the fixed installation of the extended sensor (such as a laser radar) and its bracket increases the overall outline size of the vehicle body, so interference often occurs between the extended sensor on the vehicle body and the external scene, resulting in the unmanned vehicle being unable to pass through. SUMMARY
[0004] The main purpose of the present application is to provide an unmanned vehicle device and a control method thereof, which aims to solve the problem that the adjustment flexibility of the extended element of the traditional unmanned vehicle is poor during operation, and it is difficult to perform flexible operation in open areas and narrow areas.
[0005] To achieve the above purpose, the unmanned vehicle device provided by the present application comprises: a vehicle body having two passage side ends in the width direction thereof; a perception unit configured to obtain the relative position relationship between the vehicle body and the external environment, and the perception unit has a retracted position and an extended position on the vehicle body, corresponding to the retracted position, the perception unit is located within the two passage side ends, and corresponding to the extended position, the perception unit is at least partially disposed outside the passage side end; and a bracket structure mounted on the vehicle body, and the bracket unit has a movable end connected to the perception unit for driving the perception unit to move between the retracted position and the extended position.
[0006] In an embodiment, the vehicle body has four corner portions of its maximum overall dimensions, the bracket structure and the perception unit jointly form a movable perception structure, the movable perception structure is provided in at least two groups and is arranged at two corner portions of the diagonal line of the vehicle body; and / or a containing groove is provided on the vehicle body for containing the perception unit and the bracket structure.
[0007] In one embodiment, the bracket structure includes a fixed arm and a movable arm, the fixed arm being mounted on the vehicle body, and the movable arm being movably disposed on the fixed arm along the extending direction of the fixed arm.
[0008] In one embodiment, one end of the fixed arm is rotatably mounted on the vehicle body along an axis extending in a vertical direction; The bracket structure further includes a first driving unit, which is disposed on the vehicle body and connected to the mounting end of the fixed arm, for driving the fixed arm to rotate on the vehicle body about an axis extending in the vertical direction.
[0009] In one embodiment, the support structure further includes a second drive unit, which is mounted on the fixed arm and one end of the second drive unit is connected to the movable arm to drive the movable arm to move in the extension direction of the fixed arm. The movable end corresponds to the end of the movable arm that is away from the fixed arm.
[0010] In one embodiment, the second driving unit includes: A rotary drive component is mounted on the fixed arm, and its output end is rotatably configured about a horizontal axis; and, The threaded structure includes a lead screw mounted on the rotary drive member and a sleeve mounted on the movable arm, wherein the lead screw is installed inside the sleeve and is threadedly engaged with the sleeve.
[0011] In one embodiment, a limiting plate is provided on the distal end of the fixed arm; The sleeve is provided with a stop plate at one end away from the movable end. The stop plate has multiple stop protrusions on one end face, and one end of each stop protrusion corresponds to the limiting plate.
[0012] This invention also proposes an unmanned vehicle device and its control method, based on the unmanned vehicle device, which includes: The vehicle body has two passageway ends in its width direction; A sensing unit for acquiring the relative positional relationship between the vehicle body and the external environment, wherein the sensing unit has a retracted position and an extended position on the vehicle body; corresponding to the retracted position, the sensing unit is located within the two passage side ends; corresponding to the extended position, the sensing unit is at least partially located on the outer side of the passage side ends; and... A bracket structure is installed on the vehicle body, and the bracket unit has a movable end, which is connected to the sensing unit to drive the sensing unit to move between the retracted position and the extended position. The control method for the unmanned vehicle equipment includes the following control steps: Real-time acquisition of the vehicle's permitted passage width along its travel path; Based on the allowable passage width and the vehicle's own passage width, the relative positional relationship between the vehicle body and external obstacles is obtained; The spatial position of the sensing unit is adjusted synchronously based on the relative positional relationship.
[0013] In one embodiment, synchronously adjusting the spatial position of the sensing unit based on the relative positional relationship includes: Set a safe passage distance between the sensing unit and external obstacles; Based on the safe passage distance, a mapping relationship is established between the distance between the vehicle body and external obstacles and the spatial position of the sensing unit; Based on the actual relative positional relationship between the vehicle body and external obstacles, the target adjustment position of the sensing unit is obtained in the mapping relationship; The sensing unit is moved to the target adjustment position by the first driving unit and the second driving unit.
[0014] In one embodiment, the method further includes, before obtaining the allowable passage width of the vehicle body on the travel path in real time: Obtain the vehicle's travel path information; The vehicle body is controlled to travel along the set travel path information.
[0015] This invention breaks through the traditional limitation of autonomous vehicles that "persistence must be sacrificed for perception." Through an adjustable design, the autonomous vehicle can simultaneously ensure navigation safety in open environments and physical accessibility in confined spaces. Autonomous vehicles equipped with this invention can enter and operate in more complex and space-constrained industrial environments (such as dense warehouses and large structural component assembly workshops), expanding their application potential and improving equipment utilization. It can be achieved through mature motor drive technology, with controllable structural complexity, easy maintenance, and suitable for stable operation in heavy-load and vibrating industrial environments. Attached Figure Description
[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.
[0017] Figure 1 This is a schematic diagram of the structure of an embodiment of the unmanned vehicle device provided by the present invention; Figure 2 for Figure 1 A schematic diagram of the mid-support structure; Figure 3 for Figure 2 Enlarged structural diagram at point A in the middle; Figure 4 for Figure 2 A schematic diagram of the structure of the movable arm; Figure 5 For based on Figure 1 A detailed control flowchart of a control method for unmanned vehicle equipment; Figure 6 for Figure 5 A control flowchart of an embodiment of "synchronously adjusting the spatial position of the sensing unit through the relative positional relationship"; Figure 7 for Figure 5 The control flowchart of an embodiment prior to "real-time acquisition of the allowable passage width of the vehicle body on the travel path".
[0018] Explanation of icon numbers: 100. Unmanned vehicle equipment; 1. Vehicle body; 11. Reception slot; 2. Sensing unit; 3. Support structure; 31. Fixed arm; 311. Mounting shaft; 312. Sleeve rod; 313. Limiting plate; 32. First drive unit; 33. Second drive unit; 331. Rotary drive component; 332. Threaded structure; 3321. Lead screw; 3322. Sleeve; 34. Movable arm; 341. Insertion rod; 342. Mounting seat; 343. Stop plate; 3431. Stop protrusion.
[0019] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation
[0020] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.
[0021] It should be noted that if the embodiments of the present invention involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.
[0022] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.
[0023] In the field of autonomous vehicles, lidar is typically used as the core sensor to reliably detect the 360-degree environment surrounding the vehicle. A common layout involves mounting multiple lidar units at specific angles at different locations on the vehicle. To obtain a better field of view and avoid obstruction by the vehicle itself, the mounting brackets often need to extend outwards from the vehicle body to ensure the radar detection area extends beyond the vehicle's contours. Autonomous vehicles are already widely used in industries such as logistics warehousing and the transportation of large components.
[0024] In some special scenarios where space is limited, the fixed-mounted extended sensors (such as LiDAR) and their brackets increase the overall size of the vehicle body. As a result, interference often occurs between the extended sensors on the vehicle body and the external environment, which can prevent the autonomous vehicle from passing through.
[0025] This invention proposes an unmanned vehicle device and its control method.
[0026] Please see Figures 1 to 3 In one embodiment of the present invention, the unmanned vehicle device 100 includes a vehicle body 1, a sensing unit 2, and a support structure 3. The vehicle body 1 has two passage ends in its width direction; the sensing unit 2 is used to acquire the relative positional relationship between the vehicle body 1 and the external environment, and the sensing unit 2 has a retracted position and an extended position on the vehicle body 1. Corresponding to the retracted position, the sensing unit 2 is located inside the two passage ends, and corresponding to the extended position, the sensing unit 2 is at least partially located outside the passage ends; the support structure 3 is mounted on the vehicle body 1, and the support unit has a movable end connected to the sensing unit 2 to drive the sensing unit 2 to move between the retracted position and the extended position.
[0027] The vehicle body 1 is a specific load-bearing structure that integrates the relevant systems for autonomous driving and steering. To meet the autonomous driving requirements of the vehicle body 1, the sensing unit 2 provides it with "visual eyes." Specifically, the sensing unit 2 can detect the external environment and obtain the relative positional relationship between environmental obstacles and the vehicle body 1 through the acquired environmental information, providing basic information support for the autonomous driving of the vehicle body 1. The sensing unit 2 includes a lidar, or a combination of lidar and a visualization structure.
[0028] In a conventional structure, the aforementioned sensing unit 2 is installed along the width of the autonomous vehicle device, providing motion assistance. To capture overall external information around the autonomous vehicle device, the sensing unit 2 needs to be installed as far outward as possible from the vehicle body 1, thus expanding the scanning field of view of the radar structure. This installation method increases the overall passage width of the autonomous vehicle device to some extent. However, conventional installation methods mostly use an integrated installation method to fix the radar structure. Therefore, when the aforementioned sensing unit 2 is installed around the entire perimeter of the vehicle body 1, the passage width of the entire vehicle body 1 is irreversibly widened. In certain special application scenarios, such as passing through narrow passages or low steel frame structures, the autonomous vehicle device may have difficulty passing smoothly.
[0029] Considering the above problems, in the above embodiment, the support structure 3 is preferably configured as an adjustable structure. When it moves, it can drive the sensing unit 2 to move, thereby adjusting the spatial position of the sensing unit 2, so as to avoid the problem that the sensing unit 2 or the vehicle body 1 will have interference contact with the external structure during the process of the entire unmanned vehicle equipment passing through a narrow space.
[0030] Specifically, the two passage ends of the vehicle body 1 correspond to the specific passage width of the vehicle body 1. When the sensing unit 2 senses that the external space where the vehicle body 1 is located is relatively wide, the bracket structure 3 can drive the sensing unit 2 to extend outward from the side of the vehicle body 1, and increase the distance between the sensing unit 2 and the vehicle body 1 as much as possible, so that the sensing unit 2 can obtain a wider scanning field of view during operation.
[0031] When the sensing unit 2 detects that the vehicle body 1 is about to enter a relatively narrow passage space, the support structure 3 can move the sensing unit 2 towards the vehicle body 1. This avoids interference between the sensing unit 2 and the external environment. When the passage space is only large enough for the vehicle body 1 to pass through, the support structure 3 can move the sensing unit 2 between the two passage ends of the vehicle body 1, thus preventing an increase in the overall passage width of the vehicle body 1 and allowing the vehicle body 1 to pass smoothly in narrow spaces.
[0032] Additionally, it should be noted that the extended position can be adjusted in real time. Corresponding to the extended position, the sensing unit 2 is located outside the passage side of the vehicle body 1. However, during the actual driving of the vehicle body 1, the distance between external obstacles and the passage side of the vehicle body 1 is variable. In order to obtain a sufficiently large scanning field of view and to prevent the sensing unit 2 from interfering with obstacles in the external environment, the actual spatial position of the extended position can be adjusted in real time, and the adjustment is based on the support structure 3.
[0033] The aforementioned structure enables the unmanned vehicle device 100 to achieve stable passage in relatively confined areas. Furthermore, the spatial position of the entire sensing unit 2 can be adjusted in real time according to the actual external environment, allowing it to acquire sufficient external environmental information while meeting passage requirements, thereby improving the safety of the vehicle body 1.
[0034] Therefore, the unmanned vehicles in the above embodiments can enter and operate in more complex and space-constrained industrial environments (such as dense warehouses, large structural component assembly workshops, etc.), expanding their application potential and improving equipment utilization.
[0035] In some embodiments, the vehicle body 1 has four corners with its maximum external dimensions, the bracket structure 3 and the sensing unit 2 together form an active sensing structure, the active sensing structure is configured in at least two sets, and is respectively located at two corners of the diagonal of the vehicle body 1. The vehicle body 1 has a square-shaped support surface with four corners at its largest point. The bracket structure 3 is installed at these corners. When the bracket structure 3 extends outward from the vehicle body 1, the sensing unit 2 can scan for more information outside the vehicle body 1. Preferably, two sets of bracket structures 3 are installed along the two diagonal corners of the vehicle body 1. With this structure, only two sensing units 2 are needed to perform a 360° omnidirectional scan of the entire vehicle body 1.
[0036] Furthermore, in the actual structure, a corresponding accommodating space, namely the accommodating slot 11, is provided on the vehicle body 1 corresponding to the bracket structure 3. The accommodating slot 11 can accommodate the combination of the bracket structure 3 and the sensing unit 2, allowing the entire structure to be completely housed within the maximum external spacing distance of the vehicle body 1. Thus, when the vehicle body 1 passes through extremely narrow spaces, the bracket structure 3 will not affect the passage of the vehicle body 1.
[0037] In some embodiments, such as Figure 1 and Figure 2 As shown, the bracket structure 3 includes a fixed arm 31 and a movable arm 34. The fixed arm 31 is mounted on the vehicle body 1, and the movable arm 34 is movably disposed on the fixed arm 31 along the extending direction of the fixed arm 31.
[0038] The movable arm 34 can move in the extension direction of the fixed arm 31, thereby driving the sensing unit 2 to move in the extension direction of the fixed arm 31 during the movement of the vehicle body 1, thereby realizing the outward extension and inward retraction movement of the sensing unit 2.
[0039] To further enhance the flexibility of the sensing unit 2 during the adjustment process, in order to adapt to different external passage requirements, in some embodiments, such as Figure 1 and Figure 2 As shown, one end of the fixed arm 31 is rotatably mounted on the vehicle body 1 along an axis extending in the vertical direction; the bracket structure 3 also includes a first drive unit 32, which is disposed on the vehicle body 1 and connected to the mounting end of the fixed arm 31, for driving the fixed arm 31 to rotate on the vehicle body 1 around an axis extending in the vertical direction.
[0040] The first drive unit 32 enables the fixed arm 31 to rotate on the vehicle body 1. This allows the sensing unit 2 to change its orientation as the fixed arm 31 rotates, eliminating the need for the entire vehicle body 1 to steer, significantly improving the device's adaptability and flexibility in complex environments. For example, when the vehicle body 1 needs to turn in a narrow passage with a small turning radius, direct steering may be limited. In this case, the first drive unit 32 rotates the fixed arm 31, allowing the sensing unit 2 to adjust to a suitable orientation beforehand, enabling better scanning of the surrounding environment and ensuring safe passage for the vehicle body 1. Furthermore, this design reduces unnecessary steering movements of the vehicle body 1, lowers energy consumption, and improves the device's operating efficiency.
[0041] Furthermore, it is conceivable that the fixed arm 31 is installed at the corner of the vehicle body 1. When the vehicle body 1 is driving in a relatively open environment, the fixed arm 31 can be preferably adjusted to the diagonal extension line of the vehicle body 1. Then, the sensing unit 2 can be extended outward along the diagonal direction of the vehicle body 1 through the movable arm 34. At this time, the sensing unit 2 is located in the optimal scanning position, which can better obtain the surrounding environmental information.
[0042] Specifically, the first drive unit 32 is configured as a first motor, and a mounting shaft 311 is provided on one end of the fixed arm 31. The mounting shaft 311 is rotatably mounted on the vehicle body 1 along an axis extending in the vertical direction. The output end of the first motor is connected to the mounting shaft 311, so the first motor can drive the fixed arm 31 to move in real time, thereby adjusting the rotation angle of the sensing unit 2 in real time.
[0043] In some embodiments, the support structure 3 further includes a second drive unit 33, which is mounted on the fixed arm 31, and one end of the second drive unit 33 is connected to the movable arm 34 to drive the movable arm 34 to move in the extension direction of the fixed arm 31; the movable end corresponds to the end of the movable arm 34 away from the fixed arm 31.
[0044] In actual operation, when the unmanned vehicle device 100 needs to further adjust the position of the sensing unit 2 to obtain more accurate environmental information, or when adjusting the position of the sensing unit 2 during the operation of the vehicle body 1 to avoid interference with the external environment, the second drive unit 33 begins to function. After receiving instructions from the control system, the second drive unit 33 generates corresponding power according to a preset program. This power is transmitted to the movable arm 34, enabling the movable arm 34 to move linearly in the extension direction of the fixed arm 31. Simultaneously with the movement of the movable arm 34, the sensing unit 2 mounted on the movable end also moves, thereby changing the specific position of the sensing unit 2 in space. This allows the sensing unit 2 to scan the surrounding environment from different positions, greatly improving the device's ability and range of environmental information acquisition, and enhancing the device's adaptability and operational stability in complex environments. Furthermore, during obstacle avoidance, the coordinated movement of the first drive unit 32 and the second drive unit 33 further enhances the richness of the sensing unit 2's movement path, making the position adjustment of the sensing unit 2 more flexible.
[0045] Specifically, the second drive unit 33 includes a rotary drive component 331 and a threaded structure 332. The rotary drive component 331 is mounted on the fixed arm 31, and its output end is rotatably arranged about a horizontal axis. The threaded structure 332 includes a lead screw 3321 mounted on the rotary drive component 331 and a sleeve 3322 mounted on the movable arm 34. The lead screw 3321 is installed inside the sleeve 3322 and threadedly engages with the sleeve 3322.
[0046] When the rotary drive 331 is started, its output end drives the lead screw 3321 to rotate around the horizontal axis. Through the threaded engagement between the lead screw 3321 and the sleeve 3322, the rotational motion is converted into linear motion along the guide rod axis, thereby driving the movable arm 34 to extend and retract relative to the fixed arm 31, realizing the position adjustment of the sensing unit 2 in the horizontal direction to adapt to the detection requirements of different widths of the passage side end.
[0047] It should be noted that the above-mentioned adjustment structure is a linear adjustment structure. Linear adjustment structures also include direct-push structures such as cylinders and electric cylinders, which can be selected and used according to the actual situation of production materials.
[0048] In the specific structure, the rotary drive component 331 is configured as a second motor, which is mounted on the mounting shaft 311. A gearbox structure is provided at the output end of the second motor for speed regulation of the lead screw 3321. The fixed arm 31 also includes multiple sleeves 312, which are arranged parallel to each other, and their ends in the same direction are fixedly mounted on the outer wall of the gearbox (or mounted on the mounting shaft 311). The lead screw 3321 is located at the output end of the gearbox and connects to the sleeve 3322 on the movable arm 34. Specifically, the movable arm 34 includes a mounting base 342 located away from the fixed arm 31. The sensing unit 2 is mounted on the mounting base 342. One end face of the mounting base 342 is provided with multiple insertion rods 341 corresponding to the multiple sleeve rods 312. The multiple insertion rods 341 are respectively inserted into the center holes of the multiple sleeve rods 312. The sleeve 3322 is mounted on the mounting base 342. Therefore, when the lead screw 3321 rotates, the sleeve 3322 can drive the multiple insertion rods 341 to perform guided movement within the multiple sleeve rods 312, thereby realizing the reciprocating linear movement of the movable arm 34 on the fixed arm 31. In conjunction with the first motor, the sensing unit 2 can achieve a more flexible adjustment effect.
[0049] To prevent the movable arm 34 from detaching from one end of the fixed arm 31 during movement, in some embodiments, such as... Figure 1 ,Figure 2 and Figure 3 As shown, a limiting plate 313 is provided on the distal end of the fixed arm 31; a stop plate 343 is provided on the end of the sleeve 3322 away from the movable end, and a plurality of stop protrusions 3431 are provided on one end face of the stop plate 343, with one end of the plurality of stop protrusions 3431 corresponding to the limiting plate 313.
[0050] The limiting plate 313 is located at one end of the plurality of sleeve rods 312 away from the mounting shaft 311, and the limiting plate 313 has a clearance hole in the middle position for the sleeve 3322 on the movable arm 34 to pass through. When the insertion end of the insertion rod 341 moves to the farthest position of the free end of the sleeve rod 312, the plurality of stop protrusions 3431 on the stop plate 343 will contact the limiting plate 313, thereby stopping the insertion rod 341 to prevent it from dislodging from the sleeve rod 312.
[0051] This invention also discloses a control method for an unmanned vehicle device 100, which should be referred to accordingly. Figures 5 to 7 The control method for the unmanned vehicle device 100 is based on the unmanned vehicle device 100, the specific structure of which is as described in the above embodiments. Since this method is based on all the technical solutions of the above embodiments, it possesses all the beneficial effects of the above embodiments, which will not be elaborated upon here. The control method for the unmanned vehicle device 100 includes the following control steps: Real-time acquisition of the allowable passage width of vehicle body 1 on the travel path; This solution involves an unmanned vehicle system. The movement of the vehicle body 1 relies on the sensing unit 2 to capture external environmental information, providing basic support for the passage control of the vehicle body 1. Therefore, during the movement of the vehicle body 1, it will acquire external environmental information in real time through the sensing unit 2, so as to adjust the movement of the vehicle body 1 and the sensing unit 2 in a timely manner according to the external environmental information.
[0052] Based on the allowable passage width and the vehicle body 1's own passage width, the relative positional relationship between the vehicle body 1 and the external obstacle is obtained; The acquired external environment information includes the permissible passage width along the vehicle body 1's travel path. When actually adjusting the vehicle body and sensing unit 2, it's necessary to compare and analyze the vehicle body 1's own passage width with the permissible passage width to determine the positional relationship between the vehicle body 1 and external obstacles—that is, the actual distance between the vehicle body 1 and external obstacles. This allows for adjustment of the actual position of sensing unit 2 based on the actual distance. In other words, the spatial position of sensing unit 2 is synchronously adjusted based on the relative positional relationship. While ensuring the vehicle body 1's passage, sensing unit 2 can better capture external environment information, thereby allowing the vehicle body 1 to maintain a stable driving state.
[0053] Specifically, the synchronous adjustment of the spatial position of the sensing unit 2 based on the relative positional relationship includes: Set a safe passage distance between sensing unit 2 and external obstacles; When adjusting the position of sensing unit 2, a minimum safe distance between sensing unit 2 and external obstacles needs to be preset. When the distance between the obstacle in the external environment and sensing unit 2 is less than this safe distance, the spatial position of sensing unit 2 must be adjusted immediately.
[0054] In the actual machine learning process, a mapping relationship between the distance between the vehicle body 1 and external obstacles and the spatial position of the sensing unit 2 will be established based on the safe passage distance. Provided that the safe passage distance between sensing unit 2 and external obstacles is met, the actual position of sensing unit 2 can still be adjusted according to the characteristics of the external environment. For example, when the vehicle body 1 moves from an open space to a narrow space, the position change of sensing unit 2 can be adjusted gradually. In this process, it is also necessary to set the position based on the actual speed of the vehicle body 1 during its own movement, so that the actual movement of sensing unit 2 is more stable.
[0055] During the actual adjustment process, the target adjustment position of the sensing unit 2 will be obtained in the mapping relationship based on the actual relative positional relationship between the vehicle body 1 and the external obstacles.
[0056] Based on this mapping relationship, when the real-time distance between the vehicle body 1 and external obstacles is obtained, the target spatial position to which the sensing unit 2 needs to be adjusted can be quickly determined. During the adjustment process, a precise algorithm is used to control the movement of the sensing unit 2, ensuring that it reaches the target position smoothly and efficiently, avoiding interference with the driving of the vehicle body 1 caused by unstable factors during the adjustment process. At the same time, to ensure the accuracy and timeliness of the adjustment, the system continuously monitors changes in the distance. Once a new change occurs in the distance, the spatial position of the sensing unit 2 is immediately recalculated and adjusted according to the new mapping relationship, so that the sensing unit 2 is always in a state that can best capture external environmental information, thereby ensuring that the unmanned vehicle device 100 drives stably and safely in complex environments.
[0057] After determining the target adjustment position of sensing unit 2, the control unit generates corresponding adjustment commands based on that target position. These commands are precisely transmitted to the drive mechanism of sensing unit 2. The drive mechanism adjusts the position of sensing unit 2 at a specific speed and direction according to the commands, that is, it moves sensing unit 2 to the target adjustment position through the first drive unit 32 and the second drive unit 33. Throughout the adjustment process, the control unit monitors the actual position change of sensing unit 2 in real time and compares it with the target adjustment position. If a deviation is found between the actual position and the target position, the control unit corrects the adjustment commands in a timely manner to ensure that sensing unit 2 can accurately reach the target adjustment position, thereby ensuring the safe and stable operation of the unmanned vehicle in complex environments.
[0058] In some embodiments, before obtaining the allowable passage width of the vehicle body 1 on the travel path in real time, the method further includes: Obtain the travel path information of vehicle body 1; The system controls the vehicle body 1 to travel along a pre-defined path. Obtaining this path information can be achieved in various ways, such as using pre-stored map data and combining it with task instructions to determine the specific path; or communicating with an external navigation system to obtain the path information in real time. When controlling the vehicle body 1 to travel along the pre-defined path, the system plans a reasonable trajectory based on the path information and controls the vehicle body 1's drive system to ensure stable movement along the planned trajectory. Simultaneously, the system monitors the vehicle body 1's driving status in real time to ensure it strictly follows the pre-defined path and avoids deviations.
[0059] The above description is merely an exemplary embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural transformations made using the contents of the present invention specification and drawings under the technical concept of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.
Claims
1. An unmanned vehicle apparatus, characterized by, The unmanned vehicle device comprises: a vehicle body having two passing side ends in the width direction thereof; a sensing unit for acquiring a relative position relationship between the vehicle body and an external environment, the sensing unit having a retracted position and an extended position on the vehicle body, corresponding to the retracted position, the sensing unit is located within the two passing side ends, and corresponding to the extended position, the sensing unit is at least partially disposed outside the passing side ends; and a bracket structure mounted on the vehicle body, and the bracket unit has a movable end connected to the sensing unit for driving the sensing unit to move between the retracted position and the extended position.
2. The unmanned vehicle apparatus of claim 1, wherein, The vehicle body has four corner portions of its maximum outer dimensions, the bracket structure and the sensing unit jointly form a movable sensing structure, the movable sensing structure is provided in at least two groups and is arranged at two corner portions of the diagonal line of the vehicle body; and / or The vehicle body is provided with a containing groove for containing the sensing unit and the bracket structure.
3. The unmanned vehicle apparatus of claim 1, wherein, The bracket structure comprises a fixed arm portion and a movable arm portion, the fixed arm portion is mounted on the vehicle body, and the movable arm portion is movably arranged on the fixed arm portion in the extension direction of the fixed arm portion.
4. The unmanned vehicle apparatus of claim 3, wherein, One end of the fixed arm portion is rotatably mounted on the vehicle body along an axis extending in the vertical direction; The bracket structure further comprises a first driving portion, the first driving portion is arranged on the vehicle body and connected to the mounting end of the fixed arm portion for driving the fixed arm portion to rotate on the vehicle body about an axis extending in the vertical direction.
5. The unmanned vehicle apparatus of claim 3, wherein, The bracket structure further comprises a second driving portion, the second driving portion is mounted on the fixed arm portion, and one end of the second driving portion is connected to the movable arm portion for driving the movable arm portion to move in the extension direction of the fixed arm portion; The movable end corresponds to one end of the movable arm portion away from the fixed arm portion.
6. The unmanned vehicle apparatus of claim 5, wherein, The second driving portion comprises: a rotary driving member mounted on the fixed arm portion, and its output end is rotatably arranged about an axis in the horizontal direction; and a threaded structure comprising a lead screw arranged on the rotary driving member and a sleeve mounted on the movable arm portion, the lead screw is mounted inside the sleeve and threadedly cooperates with the sleeve.
7. The unmanned vehicle apparatus as claimed in claim 6, characterized in that, A limiting plate is arranged on the distal end of the fixed arm portion; A stop plate is arranged on one end of the sleeve away from the movable end, and a plurality of stop protrusions are arranged on one end face of the stop plate, one end of the plurality of stop protrusions corresponds to the limiting plate.
8. A control method of an unmanned vehicle device based on the unmanned vehicle device according to any one of claims 1 to 7, characterized by, The control method of the unmanned vehicle device comprises the following control steps: acquiring the allowable passing width of the vehicle body on the travel path in real time; obtaining the relative position relationship between the vehicle body and the external obstacle according to the allowable passing width and the own passing width of the vehicle body; synchronously adjusting the spatial position of the sensing unit through the relative position relationship.
9. The control method of the unmanned vehicle device according to claim 8, characterized by, The synchronous adjustment of the spatial position of the sensing unit through the relative position relationship comprises: setting a safe passing distance between the sensing unit and the external obstacle; According to the safe passing distance, a mapping relationship between a spacing distance of the vehicle body and the external obstacle and a spatial position of the sensing unit is established; According to an actual obtained relative position relationship between the vehicle body and the external obstacle, a target adjustment position of the sensing unit is obtained in the mapping relationship; The sensing unit is driven to the target adjustment position by the first driving part and the second driving part.
10. The control method of the unmanned vehicle device according to claim 8, characterized by, The real-time acquisition of the allowable passing width of the vehicle body on the travel path further comprises: Acquiring travel path information of the vehicle body; Controlling the vehicle body to travel along the set travel path information.