Autonomous operation path tracking control method, system and equipment for road roller and storage medium

Abstract

The invention discloses a road roller autonomous operation path tracking control method, system and device and a storage medium. The method comprises the steps that the current position, posture, motion state and environment sensing data of a road roller are collected through a multi-sensor assembly; calculating a distance deviation and an angle deviation between the road roller and the preset path according to the preset operation path and the current position; based on the distance deviation and the angle deviation, a steering control instruction is generated through an algorithm combining feedforward control and PID feedback control; according to the residual operation path distance and the preset total operation time, generating a speed control instruction by adopting a trapezoidal speed planning algorithm; the steering control instruction and the speed control instruction are cooperatively adapted through a coordination control mechanism; the sensor data validity, the system operation state and the operation environment safety are monitored in real time, and safety protection measures are triggered when preset abnormal conditions are met. According to the invention, high-precision path tracking, forward and backward adaptive control, steering speed coordination and multi-layer safety guarantee can be realized.

Description

Technical Field

[0001] This invention relates to a method, system, device, and storage medium for autonomous operation path tracking control of a road roller, belonging to the field of intelligent control of road rollers. Background Technology

[0002] Traditional road roller operations have long relied on manual operation, which not only faces practical pain points such as high labor intensity for operators and harsh working environments, but also has significant technical limitations: manual control makes it difficult to accurately control the compaction path and the number of compaction passes, which can easily lead to problems such as missed compaction, over-compaction, or uneven compaction, resulting in insufficient operational precision and directly affecting project quality; at the same time, the continuity and efficiency of manual operation are constrained by human factors, making it difficult to adapt to the needs of large-scale, high-standard construction.

[0003] With the rapid development of intelligent and unmanned technologies in construction machinery, unmanned road rollers have become a core development direction for solving the pain points of traditional operations and improving construction quality and efficiency. However, the existing path tracking systems of unmanned road rollers still have many technical problems: First, the path tracking accuracy is insufficient, especially when switching between forward and backward working conditions. Due to the lack of a targeted deviation compensation mechanism, trajectory deviation is prone to occur, affecting the continuity of compaction. Second, steering control and speed control are independent of each other and have not formed an effective coordination mechanism. Ineffective steering or overspeed steering at low speeds often occurs, which reduces work efficiency and increases mechanical wear. Third, the multi-sensor data fusion scheme is not perfect and has weak adaptability to GPS positioning interference and sensor data fluctuations under complex working conditions, resulting in insufficient stability of the system in harsh construction environments. Fourth, the safety assurance system is not sound enough. There is a lack of comprehensive monitoring and rapid response mechanisms for abnormal scenarios such as sensor failure, path deviation, and sudden obstacles, which can easily lead to safety risks and restrict the large-scale application of unmanned road rollers. Summary of the Invention

[0004] To address the problems existing in the prior art, the present invention provides a method, system, device and storage medium for autonomous operation path tracking control of a road roller, which can achieve high-precision path tracking, forward and backward adaptive control, steering speed coordination and multi-layer safety protection.

[0005] To achieve the above objectives, the present invention employs an autonomous operation path tracking control method for a road roller, comprising the following steps:

[0006] S1. Collect the current position, attitude, motion status and environmental perception data of the road roller through a multi-sensor assembly, which includes a GPS positioning sensor, a CAN bus sensor and a radar sensor.

[0007] S2. Based on the preset work path and the current position, calculate the distance deviation and angle deviation between the road roller and the preset path, and reverse the sign of the distance deviation and angle deviation according to the forward or backward work direction of the road roller.

[0008] S3. Based on the distance deviation and angle deviation, a steering control command is generated using an algorithm that combines feedforward control and PID feedback control, and differentiated steering control logic is adopted for forward and backward working conditions.

[0009] S4. Based on the remaining operation path distance and the preset total operation time, a trapezoidal speed planning algorithm is used to generate speed control commands. The trapezoidal speed planning includes an acceleration segment, a constant speed segment, and a deceleration segment.

[0010] S5. The steering control command and speed control command are coordinated and adapted through a coordination control mechanism to prevent invalid steering operations at low speeds and steering risks at overspeeds.

[0011] S6. Monitor the validity of sensor data, system operating status, and safety of the working environment in real time, and trigger safety protection measures when preset abnormal conditions are met.

[0012] As an improvement, in step S2, the distance deviation is the vertical distance from the current position of the road roller to the preset path segment, and the angle deviation is the difference between the current heading angle of the road roller and the direction of the preset path segment.

[0013] The calculation process for the distance deviation includes:

[0014] If the square of the length of the preset path segment is less than the set threshold ε, the distance deviation is the straight-line distance from the current position to the starting point of the path segment.

[0015] If the square of the length of the preset path segment is not less than the set threshold ε, then first calculate the projection point of the current position on the preset path segment, then take the straight distance between the current position and the projection point as the vertical distance, and at the same time determine the positive or negative sign of the distance deviation according to the left and right distribution of the current position relative to the preset path segment.

[0016] As an improvement, in step S3, the control quantity of the feedforward control is calculated based on a linear combination of angle deviation and distance deviation. The formula for calculating the control quantity of the feedforward control is: u = af·α - df·d, where af is the angle factor, α is the angle deviation, df is the distance factor, and d is the distance deviation.

[0017] The PID feedback control is based on the real-time feedback signal from the steering angle sensor to correct errors. The output result of the PID feedback control is calculated by the formula: result = Kp·e + Ki·∫edt + Kd·(de / dt), where e is the angle error, and Kp, Ki, and Kd are the proportional coefficient, integral coefficient, and derivative coefficient, respectively.

[0018] As an improvement, step S3 also includes a low-speed steering prohibition mechanism: when the speed of the road roller is lower than the preset steering speed threshold, or the distance between the current position and the starting position of the operation is less than the preset steering distance threshold, the output value of the steering control command is set to 0.

[0019] As an improvement, in step S4, the acceleration segment of the trapezoidal velocity planning is configured with two acceleration parameters:

[0020] During routine operations, acceleration a_normal is used; during lane-changing operations, acceleration a_lane_change is used, and a_lane_change < a_normal.

[0021] During the deceleration phase, a preset deceleration a_deceleration is used, and during the constant speed phase, a preset optimal cruising speed is maintained.

[0022] The trapezoidal speed planning also includes triangular speed planning adaptation logic: when the matching relationship between the preset total time and the working distance does not meet the generation conditions of the trapezoidal speed curve, it automatically switches to triangular speed planning. The maximum speed of the triangular speed planning is v_max=2·L / T, where L is the total working distance and T is the preset total working time.

[0023] As an improvement, in step S4, the speed control command further includes radar obstacle avoidance adaptation logic:

[0024] Based on the distance to the obstacle measured by the radar sensor, the maximum permissible speed under the current operating conditions is queried through the preset speed limit table;

[0025] If the current target speed is higher than the maximum permissible speed, the target speed in the speed control command will be corrected to the maximum permissible speed.

[0026] As an improvement, in step S5, the coordination control mechanism specifically includes:

[0027] First coordination logic: Real-time comparison between the current vehicle speed and the adaptive vehicle speed range corresponding to the steering control command. If the current vehicle speed exceeds the adaptive vehicle speed range, the speed control command is first adjusted to the adaptive vehicle speed range before the steering control command is output.

[0028] The second coordination logic is as follows: When the radar sensor detects an obstacle and triggers the speed limit, the speed control command corresponding to the radar obstacle avoidance is executed first, and the steering control strategy is adjusted simultaneously to adapt to the obstacle avoidance path.

[0029] As an improvement, in step S6, the safety protection measures specifically include:

[0030] First protective measure: When the radar sensor detects that the distance to an obstacle is less than the safe threshold and the vehicle speed is higher than the safe speed, emergency braking is triggered;

[0031] Second protection measure: When the cumulative duration of GPS positioning failure, CAN bus communication interruption, or radar sensor malfunction exceeds the set threshold, a fault alarm will be issued and the travel speed of the road roller will be reduced.

[0032] The third protective measure is to stop operation and attempt to return the roller to its original trajectory when the deviation from the preset path exceeds the maximum allowable threshold.

[0033] As an improvement, a vibration control step is also included, which specifically includes:

[0034] Based on the preset vibration control point path, the target vibration intensity at the current location is calculated by linear interpolation of adjacent vibration control points;

[0035] When the speed of the road roller is lower than the preset vibration speed threshold v_vibration, the vibration intensity is automatically set to 0;

[0036] Vibration will automatically stop when the current position is less than the preset starting protection distance d_start or less than the preset ending protection distance d_end.

[0037] A second aspect of the present invention also provides an autonomous operation path tracking control system for a road roller, comprising:

[0038] The multi-sensor fusion module is used to collect the current position, attitude, motion status and environmental perception data of the road roller through a multi-sensor assembly, which includes a GPS positioning sensor, a CAN bus sensor and a radar sensor.

[0039] The path deviation calculation module is used to calculate the distance deviation and angle deviation between the road roller and the preset path based on the preset work path and the current position, and to reverse the sign of the deviation according to the forward or backward work direction of the road roller.

[0040] The steering control module is used to generate steering control commands based on the distance deviation and angle deviation using an algorithm that combines feedforward control and PID feedback control, and to use differentiated steering control logic for forward and reverse driving conditions.

[0041] The speed control module is used to generate speed control commands based on the remaining work path distance and the preset total work time using a trapezoidal speed planning algorithm. The trapezoidal speed planning includes an acceleration segment, a constant speed segment, and a deceleration segment.

[0042] The coordination control module is used to coordinate and adapt the steering control command and speed control command through a coordination control mechanism to prevent invalid steering operations at low speeds and steering risks at excessive speeds.

[0043] The safety monitoring module is used to monitor the validity of sensor data, system operating status, and safety of the working environment in real time, and to trigger safety protection measures when preset abnormal conditions are met.

[0044] A third aspect of the present invention also provides an autonomous operation path tracking and control device for a road roller, comprising:

[0045] Sensor components, including GPS positioning sensors, CAN bus sensors, and radar sensors;

[0046] processor;

[0047] Memory, which stores computer programs;

[0048] When the processor executes the computer program, it implements the autonomous operation path tracking control method for the road roller.

[0049] As an improvement, the sensor assembly also includes a hinge angle sensor and a vibration state sensor, wherein the hinge angle sensor is used to collect the steering angle data of the roller, and the vibration state sensor is used to provide feedback on the current vibration intensity of the roller.

[0050] As an improvement, an actuator is also included, which is electrically connected to the processor and is used to receive steering control commands, speed control commands, and vibration control commands to drive the road roller to complete path tracking, speed adjustment, and vibration start / stop operations.

[0051] In a fourth aspect, the present invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the aforementioned autonomous operation path tracking control method for a road roller.

[0052] Compared with the prior art, the beneficial effects of the present invention are:

[0053] 1. Significantly improved path tracking accuracy and more reliable operation quality. By collaboratively collecting data through multiple sensor components (GPS positioning sensor, CAN bus sensor, radar sensor), combined with precise distance and angle deviation calculations (including path segment projection calculation and left / right sign determination), high-precision alignment of the roller with the preset path is achieved, effectively avoiding issues of under-rolling and over-rolling. Differentiated steering control logic is adopted for forward and reverse operation, and the sign of deviation is reversed, solving the trajectory deviation problem that easily occurs in traditional systems when switching between two-way operations, ensuring path consistency throughout the entire operation process.

[0054] 2. Coordinated Steering and Speed ​​Control for Enhanced Operational Safety and Equipment Wear. Steering control employs a combined feedforward and PID feedback algorithm, dynamically adjusting steering gain based on lane edge markings. This ensures both fast steering response and improved control stability. A low-speed steering prohibition mechanism is also implemented to completely eliminate ineffective steering operations at low speeds, reducing mechanical wear. Speed ​​control utilizes trapezoidal speed planning (including acceleration, constant speed, and deceleration segments) and adapts to the low acceleration parameters of lane-changing conditions, achieving smooth speed transitions and preventing sudden speed changes from affecting compaction quality. A coordinated control mechanism ensures the adaptation of steering and speed (adjusting speed before outputting steering), preventing the risk of overspeeding and improving operational safety.

[0055] 3. Enhanced environmental adaptability and system stability. The multi-sensor data fusion design, coupled with sensor effectiveness monitoring and anomaly handling mechanisms, can cope with sensor data fluctuations and positioning interference in complex construction environments, ensuring stable system operation under harsh conditions. The speed control integrates radar obstacle avoidance adaptation logic, dynamically adjusting the target speed based on obstacle distance and coordinating the control module to synchronously optimize the steering strategy, enabling the system to have active obstacle avoidance capabilities and adapt to complex operation scenarios with multiple obstacles.

[0056] 4. Improved intelligence and automation of operations, reducing labor costs. The system achieves fully autonomous control of the entire process, including path tracking, speed adjustment, and vibration control (including automatic start / stop and intensity interpolation calculation), without manual intervention. This significantly reduces the labor intensity of operators and avoids subjective errors caused by manual operation. Integrated safety protection measures such as task progress monitoring, anomaly alarms, and emergency braking form a multi-layered protection system, reducing construction safety risks. Furthermore, the speed / position threshold protection design for vibration control further ensures operation quality and equipment safety.

[0057] 5. Strong functional adaptability and wide applicability. Trapezoidal speed planning supports adaptive switching to triangular speed planning, and can flexibly adjust the speed curve according to the total working distance and total time to adapt to construction tasks of different scales and durations; the system is compatible with various working conditions such as conventional operations and lane-changing operations, and functions such as vibration control and radar obstacle avoidance can be automatically adapted according to actual needs, making it suitable for various compaction operation scenarios such as roads and sites, with strong versatility. Attached Figure Description

[0058] Figure 1 This is a schematic diagram of the system structure of the present invention;

[0059] Figure 2 This is a schematic diagram of the process of the present invention;

[0060] Figure 3 This is a schematic diagram illustrating the calculation of path deviation (distance deviation and angle deviation) according to the present invention. Detailed Implementation

[0061] The technical solution of the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the embodiments and specific features in the embodiments are detailed descriptions of the technical solution of the present application, rather than limitations thereof. In the absence of conflict, the embodiments and technical features in the embodiments can be combined with each other.

[0062] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below. However, it should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of the invention.

[0063] Example 1

[0064] like Figure 1 , Figure 2 and Figure 3 As shown, a method for autonomous operation path tracking and control of a road roller includes the following steps:

[0065] S1. Collect the current position, attitude, motion state, vibration state and environmental perception data of the road roller through a multi-sensor assembly, which includes a GPS positioning sensor, a CAN bus sensor, a radar sensor and an articulated angle sensor.

[0066] S2. Based on the preset work path and the current position, use a geometric algorithm to calculate the distance deviation and angle deviation between the road roller and the preset path, and perform sign reversal processing on the distance deviation and angle deviation according to the working direction of the road roller moving forward or backward.

[0067] S3. Based on the distance deviation and angle deviation, a steering control command is generated using an algorithm that combines feedforward control and PID feedback control, and differentiated steering control logic is adopted for forward and backward driving conditions.

[0068] S4. Based on the remaining operation path distance and the preset total operation time, a speed control command is generated using a trapezoidal speed planning algorithm. The trapezoidal speed planning includes an acceleration segment, a constant speed segment, and a deceleration segment, and supports automatic switching to triangular speed planning.

[0069] S5. The steering control command and speed control command are coordinated and adapted through a coordination control mechanism to prevent invalid steering operations at low speeds and steering risks at overspeeds.

[0070] S6. Monitor the validity of sensor data, system operating status, safety of the working environment, and work progress in real time, and trigger safety protection measures when preset abnormal conditions are met.

[0071] In some embodiments, such as Figure 3 As shown, in step S2:

[0072] The distance deviation is the vertical distance from the current position of the road roller to the preset path segment, and the angle deviation is the difference between the current heading angle of the road roller and the direction of the preset path segment;

[0073] The calculation process for the distance deviation is as follows:

[0074] Let the starting coordinates of the preset path segment be (x1, y1), the ending coordinates be (x2, y2), and the current position be (x, y).

[0075] First, calculate the direction vector of the path segment: dx = x2 - x1, dy = y2 - y1;

[0076] Next, calculate the square of the vector length: dd = dx² + dy²;

[0077] If dd < the set threshold ε, then the distance deviation d = ;

[0078] If dd ≥ the set threshold ε, then first calculate the coordinates of the projection point: temp = (x-x1)·dx + (y-y1)·dy, px =x1 + (temp·dx) / dd, py = y1 + (temp·dy) / dd; then take the straight-line distance between the current position and the projection point as the vertical distance d = ;

[0079] Finally, the left - right distribution is determined by the formula temp = (x1 - x)·(y2 - y) - (y1 - y)·(x2 - x). If temp > 0, then d = -d.

[0080] In some embodiments, as Figure 3 shown, in step S3:

[0081] The control quantity of the feed - forward control is calculated based on a linear combination of the angle deviation and the distance deviation. The formula for calculating the feed - forward control quantity is: u = af·α - df·d, where af is the angle factor, α is the angle deviation, df is the distance factor, and d is the distance deviation;

[0082] The feed - forward control further includes the calculation of the steering angle increment: Δθ = u·(B2M + F2M·cosθ) / v·adjust, where B2M is the distance from the rear wheel to the hinge, F2M is the distance from the front wheel to the hinge, θ is the hinge angle, v is the current vehicle speed, and adjust is the adjustment coefficient;

[0083] The exponential smoothing filter is used to optimize the target steering angle: T = exp (-v·dt / B2M), θ_target = T·θ+(1 - T)·Δθ, where dt is the control period;

[0084] The PID feedback control performs error correction based on the real - time feedback signal of the hinge angle sensor. The angle error e = (θ_target - θ)×(180 / π). The formula for calculating the output result of the PID feedback control is: result = Kp·e + Ki·∫e dt + Kd·(de / dt), where Kp, Ki, and Kd are the proportional coefficient, integral coefficient, and differential coefficient respectively; [[ID=​​​​​​​​​​​​​The trapezoidal speed planning uses two acceleration parameters for the acceleration phase: acceleration a_normal (i.e., a1=a_normal) is used during normal operations, and acceleration a_lane_change (i.e., a1=a_lane_change) is used during lane-changing operations, with a_lane_change < a_normal; the deceleration phase uses a preset deceleration a_deceleration (i.e., a2=a_deceleration), and the constant speed phase maintains a preset optimal cruising speed;

[0090] Parameter calculation for the trapezoidal velocity curve: a = 1 / a1 + 1 / a2, u = T 2 - 2·a·L (where L is the total distance of the operation and T is the preset total time of the operation);

[0091] If u ≥ 0, then the acceleration period t1 = v_max / a1, and the acceleration period distance l1 = v_max 2 / (2·a1 );

[0092] The deceleration period time t2 = v_max / a2, the deceleration period distance l2 = v_max² / (2·a2);

[0093] The time interval of the uniform velocity segment t_uniform = T - t1 - t2, and the distance of the uniform velocity segment l_uniform = L - l1 - l2, where v_max = m / a, m = T - ;

[0094] If u < 0, it will automatically switch to triangular velocity planning, with a maximum velocity v_max = 2·L / T, and the time for both acceleration and deceleration is t1 = t2 = T / 2, and the distance for both acceleration and deceleration is l1 = l2 = L / 2.

[0095] Current speed calculation logic:

[0096] Acceleration phase (distance traveled l ≤ l1): v = ;

[0097] Uniform speed segment (l1 < l ≤ l_uniform): v = v_max;

[0098] Deceleration phase (l > l_uniform): v = ( .

[0099] In some embodiments, in step S4, the speed control command further includes radar obstacle avoidance adaptation logic:

[0100] Based on the obstacle distance measured by the radar sensor and the radar type, the maximum permissible speed under the current operating conditions is queried through the preset speed limit table;

[0101] If the current target speed is higher than the maximum permissible speed, then the target speed in the speed control command will be corrected to the maximum permissible speed;

[0102] If the radar measurement distance is less than the safety threshold and the current vehicle speed is higher than the safe speed, emergency braking will be triggered directly.

[0103] In some embodiments, step S5, the coordination control mechanism specifically includes:

[0104] First coordination logic: Real-time comparison between the current vehicle speed and the adaptive speed range corresponding to the steering control command. If the current vehicle speed exceeds the adaptive range, the speed control command is first adjusted to the adaptive speed range before the steering control command is output.

[0105] The second coordination logic is as follows: When the radar sensor detects an obstacle and triggers the speed limit, the speed control command corresponding to the radar obstacle avoidance is executed first, and the steering control strategy is adjusted simultaneously to adapt to the obstacle avoidance path.

[0106] In some embodiments, in step S6, the security protection measures specifically include:

[0107] First protection measure: When the radar sensor detects that the distance to the obstacle is less than the safe threshold and the vehicle speed is higher than the safe speed, or when all sensor data fails at the same time and the data quality is severely degraded, emergency braking is triggered.

[0108] Second protection measure: When GPS positioning fails, CAN bus communication is interrupted, radar sensor malfunctions, or the cumulative duration of steering angle sensor data fluctuations exceeds a reasonable range and exceeds a set threshold, a fault alarm is issued and the travel speed of the road roller is reduced.

[0109] The third protection measure is to automatically reduce the speed and attempt to return to the correct travel trajectory when the deviation of the road roller from the preset path exceeds the maximum allowable threshold. If the deviation continues to exceed the limit, the operation will stop.

[0110] Fourth protection measure: When the vehicle speed increases or decreases abnormally, or the operation time is seriously exceeded or the progress is seriously delayed, a safety warning is triggered and the control parameters are adjusted.

[0111] In some embodiments, a vibration control step is further included, wherein the vibration control step specifically comprises:

[0112] Based on the preset vibration control point path, the target vibration intensity at the current location is calculated according to the formula "Vibration intensity = linear interpolation result of adjacent vibration points".

[0113] If the actual vehicle speed ≥ the preset vibration speed threshold v_vibration, execute according to the target vibration intensity;

[0114] If the actual vehicle speed < v_vibration, set the vibration intensity to 0;

[0115] If the distance from the current position to the start point of the operation < d_start, or the distance to the end point of the operation < the distance d_end, set the vibration intensity to 0.

[0116] The present invention has been tested and verified on rollers of models such as XD135T. The path tracking accuracy reaches ±3 cm, and the angle control accuracy reaches ±0.5 degrees, and it can complete autonomous compaction operations safely and reliably.

[0117] Embodiment 2

[0118] As Figure 1 shown, an autonomous operation path tracking control system for a roller includes:

[0119] A multi-sensor fusion module: used to collect the current position, attitude, motion state, vibration state and environmental perception data of the roller through a multi-sensor component. The multi-sensor component includes a GPS positioning sensor, a CAN bus sensor, a radar sensor and a hinge angle sensor, and is also used to filter, remove outliers and perform time synchronization processing on the original sensor data;

[0120] A path deviation calculation module: used to calculate the distance deviation and angle deviation according to the preset operation path and the current position by using a geometric algorithm, and perform sign inversion processing on the distance deviation and angle deviation according to the operation direction of the roller moving forward or backward;

[0121] A steering control module: used to generate a steering control instruction based on the distance deviation and angle deviation through an algorithm combining feedforward control (including calculation of steering angle increment and exponential smoothing filtering) and PID feedback control, and adopt a differentiated steering control logic for forward and backward working conditions, and at the same time execute a low-speed steering prohibition mechanism and gain dynamic adjustment;

[0122] A speed control module: used to generate a speed control instruction according to the remaining operation path distance and the preset total operation time by using a trapezoidal speed planning algorithm (including triangular speed planning adaptation), and integrate radar obstacle avoidance adaptation logic;

[0123] A coordination control module: used to perform collaborative adaptation on the steering control instruction and the speed control instruction through a coordination control mechanism to prevent invalid steering operations in the low-speed state and steering risks in the overspeed state;

[0124] Safety monitoring module: Used to monitor the validity of sensor data, system operating status, safety of the working environment and work progress in real time, and trigger corresponding safety protection measures.

[0125] Example 3

[0126] A road roller autonomous operation path tracking and control device includes:

[0127] Sensor components include GPS positioning sensors, CAN bus sensors, radar sensors, articulation angle sensors, and vibration status sensors. The articulation angle sensors are used to collect the articulation angle data of the road roller, and the vibration status sensors are used to provide feedback on the current vibration intensity of the road roller.

[0128] processor;

[0129] Memory: Stores computer programs;

[0130] Actuator: Electrically connected to the processor, used to receive steering control commands, speed control commands and vibration control commands, and drive the road roller to complete path tracking, speed adjustment and vibration start / stop operations;

[0131] When the processor executes the computer program, it implements the autonomous operation path tracking control method for the road roller.

[0132] In some embodiments, the actuator includes a steering drive unit, a speed regulation unit, and a vibration control unit, which respectively execute steering, speed, and vibration-related commands.

[0133] A computer-readable storage medium storing a computer program, which, when executed by a processor, implements the aforementioned autonomous operation path tracking control method for a road roller.

[0134] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for autonomous operation path tracking and control of a road roller, characterized in that, Includes the following steps: S1. Collect the current position, attitude, motion status and environmental perception data of the road roller through a multi-sensor assembly, which includes a GPS positioning sensor, a CAN bus sensor and a radar sensor. S2. Based on the preset work path and the current position, calculate the distance deviation and angle deviation between the road roller and the preset path, and reverse the sign of the distance deviation and angle deviation according to the forward or backward work direction of the road roller. S3. Based on the distance deviation and angle deviation, a steering control command is generated using an algorithm that combines feedforward control and PID feedback control, and differentiated steering control logic is adopted for forward and backward working conditions. S4. Based on the remaining operation path distance and the preset total operation time, a trapezoidal speed planning algorithm is used to generate speed control commands. The trapezoidal speed planning includes an acceleration segment, a constant speed segment, and a deceleration segment. S5. The steering control command and speed control command are coordinated and adapted through a coordination control mechanism to prevent invalid steering operations at low speeds and steering risks at overspeeds. S6. Monitor the validity of sensor data, system operating status, and safety of the working environment in real time, and trigger safety protection measures when preset abnormal conditions are met.

2. The method for autonomous operation path tracking and control of a road roller according to claim 1, characterized in that, In step S2, the distance deviation is the vertical distance from the current position of the road roller to the preset path segment, and the angle deviation is the difference between the current heading angle of the road roller and the direction of the preset path segment. The calculation process for the distance deviation includes: If the square of the length of the preset path segment is less than the set threshold ε, the distance deviation is the straight-line distance from the current position to the starting point of the path segment. If the square of the length of the preset path segment is not less than the set threshold ε, then first calculate the projection point of the current position on the preset path segment, then take the straight distance between the current position and the projection point as the vertical distance, and at the same time determine the positive or negative sign of the distance deviation according to the left and right distribution of the current position relative to the preset path segment.

3. The method for autonomous operation path tracking and control of a road roller according to claim 1, characterized in that, In step S3, the control quantity of the feedforward control is calculated based on a linear combination of angle deviation and distance deviation. The formula for calculating the control quantity of the feedforward control is: u = af·α - df·d, where af is the angle factor, α is the angle deviation, df is the distance factor, and d is the distance deviation. The PID feedback control is based on the real-time feedback signal from the steering angle sensor to correct errors. The output result of the PID feedback control is calculated by the formula: result = Kp·e + Ki·∫edt + Kd·(de / dt), where e is the angle error, and Kp, Ki, and Kd are the proportional coefficient, integral coefficient, and derivative coefficient, respectively.

4. The method for autonomous operation path tracking and control of a road roller according to claim 1, characterized in that, Step S3 also includes a low-speed steering prohibition mechanism: when the speed of the road roller is lower than the preset steering speed threshold, or when the distance between the current position and the starting position of the operation is less than the preset steering distance threshold, the output value of the steering control command is set to 0.

5. The method for autonomous operation path tracking and control of a road roller according to claim 1, characterized in that, In step S4, the acceleration segment of the trapezoidal velocity planning is configured with two acceleration parameters: During routine operations, acceleration a_normal is used; during lane-changing operations, acceleration a_lane_change is used, and a_lane_change < a_normal. During the deceleration phase, a preset deceleration a_deceleration is used, and during the constant speed phase, a preset optimal cruising speed is maintained. The trapezoidal speed planning also includes triangular speed planning adaptation logic: when the matching relationship between the preset total time and the working distance does not meet the generation conditions of the trapezoidal speed curve, it automatically switches to triangular speed planning. The maximum speed of the triangular speed planning is v_max=2·L / T, where L is the total working distance and T is the preset total working time.

6. The method for autonomous operation path tracking and control of a road roller according to claim 1, characterized in that, In step S4, the speed control command further includes radar obstacle avoidance adaptation logic: Based on the distance to the obstacle measured by the radar sensor, the maximum permissible speed under the current operating conditions is queried through the preset speed limit table; If the current target speed is higher than the maximum permissible speed, the target speed in the speed control command will be corrected to the maximum permissible speed.

7. The method for autonomous operation path tracking and control of a road roller according to claim 1, characterized in that, In step S5, the coordination and control mechanism specifically includes: First coordination logic: Real-time comparison between the current vehicle speed and the adaptive vehicle speed range corresponding to the steering control command. If the current vehicle speed exceeds the adaptive vehicle speed range, the speed control command is first adjusted to the adaptive vehicle speed range before the steering control command is output. The second coordination logic is as follows: When the radar sensor detects an obstacle and triggers the speed limit, the speed control command corresponding to the radar obstacle avoidance is executed first, and the steering control strategy is adjusted simultaneously to adapt to the obstacle avoidance path.

8. The method for autonomous operation path tracking and control of a road roller according to claim 1, characterized in that, In step S6, the safety protection measures specifically include: First protective measure: When the radar sensor detects that the distance to an obstacle is less than the safe threshold and the vehicle speed is higher than the safe speed, emergency braking is triggered; Second protection measure: When the cumulative duration of GPS positioning failure, CAN bus communication interruption, or radar sensor malfunction exceeds the set threshold, a fault alarm will be issued and the travel speed of the road roller will be reduced. The third protective measure is to stop operation and attempt to return the roller to its original trajectory when the deviation from the preset path exceeds the maximum allowable threshold.

9. The method for autonomous operation path tracking control of a road roller according to claim 1, characterized in that, It also includes a vibration control step, which specifically includes: Based on the preset vibration control point path, the target vibration intensity at the current location is calculated by linear interpolation of adjacent vibration control points; When the speed of the road roller is lower than the preset vibration speed threshold v_vibration, the vibration intensity is automatically set to 0; Vibration will automatically stop when the current position is less than the preset starting protection distance d_start or less than the preset ending protection distance d_end.

10. A road roller autonomous operation path tracking control system, characterized in that, include: The multi-sensor fusion module is used to collect the current position, attitude, motion status and environmental perception data of the road roller through a multi-sensor assembly, which includes a GPS positioning sensor, a CAN bus sensor and a radar sensor. The path deviation calculation module is used to calculate the distance deviation and angle deviation between the road roller and the preset path based on the preset work path and the current position, and to reverse the sign of the deviation according to the forward or backward work direction of the road roller. The steering control module is used to generate steering control commands based on the distance deviation and angle deviation using an algorithm that combines feedforward control and PID feedback control, and to use differentiated steering control logic for forward and reverse driving conditions. The speed control module is used to generate speed control commands based on the remaining work path distance and the preset total work time using a trapezoidal speed planning algorithm. The trapezoidal speed planning includes an acceleration segment, a constant speed segment, and a deceleration segment. The coordination control module is used to coordinate and adapt the steering control command and speed control command through a coordination control mechanism to prevent invalid steering operations at low speeds and steering risks at excessive speeds. The safety monitoring module is used to monitor the validity of sensor data, system operating status, and safety of the working environment in real time, and to trigger safety protection measures when preset abnormal conditions are met.

11. A road roller autonomous operation path tracking and control device, characterized in that, include: Sensor components, including GPS positioning sensors, CAN bus sensors, and radar sensors; processor; Memory, which stores computer programs; When the processor executes the computer program, it implements the autonomous operation path tracking control method for road rollers as described in any one of claims 1-9.

12. The autonomous operation path tracking control device for a road roller according to claim 11, characterized in that, The sensor assembly also includes a hinge angle sensor and a vibration state sensor, wherein the hinge angle sensor is used to collect the steering angle data of the roller, and the vibration state sensor is used to provide feedback on the current vibration intensity of the roller.

13. The autonomous operation path tracking control device for a road roller according to claim 11, characterized in that, It also includes an actuator, which is electrically connected to the processor and is used to receive steering control commands, speed control commands, and vibration control commands to drive the road roller to complete path tracking, speed adjustment, and vibration start / stop operations.

14. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, which, when executed by a processor, implements the autonomous operation path tracking control method for a road roller as described in any one of claims 1-9.

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