A super-high loop track large-dip angle roller compaction construction track self-adaptive deviation correction method and system

Abstract

The application provides a super-high ring road large-dip angle rolling construction track self-adaptive deviation correction method and system. The method comprises the following steps: acquiring historical key parameters of a front vehicle at a current position; calculating a comprehensive offset at the current position according to the historical key parameters; superimposing the comprehensive offset on the corresponding coordinates of the target path at the current position to generate an updated target path; and synchronizing the updated target path to other road rollers in a continuous collaborative rolling working vehicle team, so that the other road rollers perform rolling work according to the updated target path. In this way, the specified road roller in the continuous collaborative rolling working vehicle team can periodically execute the method to update the target path and synchronize the updated target path to the other road rollers, thereby eliminating systematic track deviation caused by changes in road surface morphology while maintaining the continuous collaborative rolling working rhythm, ensuring the rolling precision and compaction uniformity under the super-high ring road large-dip angle working condition.

Description

Technical Field

[0001] This invention relates to the field of engineering construction technology, and in particular to an adaptive correction method and system for the construction trajectory of ultra-high ring road with large inclination compaction. Background Technology

[0002] With the rapid development of the automotive industry, the demand for high-speed test tracks, as the core infrastructure for vehicle performance testing, is increasing daily. The curved sections of high-speed test tracks typically employ a large slope angle (i.e., lateral superelevation angle) pavement design to meet the safety testing requirements of vehicles cornering at high speeds. However, while this large slope angle pavement design fulfills the testing function, it also presents significant challenges to the construction process. Specifically, when performing asphalt compaction on the large slope angle pavement of a high-speed test track, the road roller (also known as a roller) experiences a significant component of gravity along the slope direction during compaction due to the excessive slope angle. This makes it prone to lateral slippage and deviation from its driving trajectory, severely affecting the smoothness and compaction quality, becoming a key technical problem restricting construction quality.

[0003] To address the aforementioned issue of road roller trajectory deviation, existing technologies have developed corresponding adaptive correction schemes. The basic idea is to first survey the construction area and set a target driving trajectory based on the survey results. Then, using this target driving trajectory as a reference, the actual driving route of the road roller is obtained in real time through positioning and attitude sensors mounted on the road roller. This route is then compared with the target driving route to calculate the deviation between the two, and a correction command is generated to correct the driving trajectory.

[0004] Furthermore, in actual compaction operations, as the number of compaction rounds increases, the pavement mixture is gradually compacted, and the pavement elevation and slope morphology undergo gradual changes. This can cause the initially set target trajectory to no longer perfectly match the actual pavement shape. Therefore, after completing a certain number of compaction rounds, it is usually necessary to pause construction and re-survey the construction area and update the target trajectory to ensure that the reference benchmark for subsequent compaction remains consistent with the current pavement conditions.

[0005] In practical applications, with the development of intelligent construction and unmanned construction technologies, in order to improve construction efficiency, engineering practices are increasingly adopting a mode of continuous collaborative compaction operations using multiple road rollers forming a convoy. In this mode, multiple road rollers pass through the construction area in a predetermined formation, and each road roller exits from the end of the construction area after completing a single compaction, then circles back to the starting position and re-enters the construction area, repeating this cycle to achieve multiple rounds of continuous compaction.

[0006] When existing correction schemes are directly applied to this continuous cooperative compaction operation mode, significant technical contradictions arise in engineering practice. Specifically, the continuous cooperative compaction operation mode requires close timing coordination among the rollers, and the entire construction process must proceed continuously without interruption. However, current adaptive correction schemes, which use pre-mapped target travel trajectories as a reference, require work to be stopped and the target travel trajectory re-mapped and updated after a certain number of compaction cycles. This disruption of the coordinated rhythm between the rollers in the continuous cooperative compaction operation mode, leading to a significant reduction in construction efficiency, coupled with failure to update the target travel trajectory, results in increased deviations between the target travel trajectory and the actual road surface, introducing systematic errors. This makes it impossible for individual rollers to independently correct deviations in real time, thus failing to eliminate trajectory deviations caused by the disconnect from the reference reference, ultimately affecting compaction accuracy and the uniformity of the compacted material. It is evident that existing correction solutions are insufficient to meet the dual requirements of trajectory accuracy and construction continuity for continuous collaborative operation of road roller convoys under the conditions of large inclination on ultra-high-speed ring roads. Summary of the Invention

[0007] This invention provides an adaptive correction method and system for the trajectory of ultra-high-speed ring road compaction at large angles, which solves the problem that existing correction schemes are unable to meet the dual requirements of trajectory accuracy and construction continuity for the continuous collaborative operation mode of the road roller fleet under ultra-high-speed ring road conditions at large angles.

[0008] On one hand, this invention provides an adaptive correction method for the trajectory of ultra-high-speed ring road large-angle compaction construction. The method is periodically executed by a designated roller from a continuous, coordinated compaction operation fleet consisting of multiple rollers. The method includes: Obtain historical key parameters of the vehicles ahead at the current position, wherein the vehicles ahead include the road rollers traveling in front of this vehicle in the current compaction cycle, and the road rollers that have completed compaction operations in previous compaction cycles; Calculate the overall offset at the current location based on the historical key parameters; The combined offset is superimposed on the corresponding coordinates of the current position on the target path to generate the updated target path; The updated target path is synchronized to the other road rollers in the continuous cooperative compaction fleet so that the other road rollers can perform compaction operations according to the updated target path.

[0009] Preferably, calculating the comprehensive offset at the current location based on the historical key parameters specifically includes: Extract the first historical key parameters from the historical key parameters when the vehicle passed the current position in the previous compaction cycle, and the second historical key parameters of the adjacent road roller traveling in front of the vehicle in the current compaction cycle within a predetermined spatial range before and after the current position. The cumulative offset trend caused by the change in road surface morphology between wheel cycles at the current position is calculated based on the first historical key parameters and used as the offset component between wheel cycles. The instantaneous offset trend caused by the difference in driving status between vehicles in the current rolling cycle at the current position is calculated based on the second historical key parameter and used as the offset component of this cycle. The overall offset is calculated based on the inter-round offset component and the current round offset component.

[0010] Preferably, the first historical key parameter specifically includes: a sequence of lateral deviations {Δd1, Δd2, ..., Δd} extracted from the historical key parameters using spatial location coordinates as an index, representing the lateral deviations of the vehicle when it passed the current position in the previous N rolling cycles. N}, where N is the preset number of historical rounds to backtrack; and, Based on the first historical key parameters, the cumulative offset trend caused by changes in road surface morphology between wheel cycles at the current location is calculated as the inter-wheel offset component, specifically including: For the lateral deviation sequence {Δd1, Δd2, ..., Δd... N Linear regression fitting was performed to obtain the rate of change of lateral deviation with the number of compaction cycles; The offset caused by the cumulative change in road surface morphology in the current cycle is predicted by extrapolation based on the rate of change, and is used as the inter-cycle offset component ΔD. inter .

[0011] Preferably, the second historical key parameters specifically include: the lateral deviation sequence and lateral acceleration sequence of the adjacent road rollers traveling in front of this vehicle in the current compaction cycle within a predetermined spatial range before and after the current position; and, Based on the second historical key parameters, the instantaneous offset trend at the current position caused by the difference in driving status between vehicles in the current compaction cycle is calculated as the offset component for this cycle, specifically including: Based on the lateral deviation sequence, calculate the rate of change of the lateral deviation along the driving direction, d(Δd) / ds, as the deviation change rate for the current round. Calculate the mean lateral acceleration ā based on the lateral acceleration sequence; Using the formula ΔD intra=w1×Δd+w2×[d(Δd) / ds]×L+w3×(ā / g)×L×H, calculate the offset component ΔD of this round. intra Where Δd is the lateral deviation of the adjacent road roller traveling in front of this vehicle at the current position; L is the preset aiming distance; g is the gravitational acceleration; H is the mechanical disturbance compensation coefficient determined according to the rolling wheel number; w1, w2, and w3 are the weighting factors of the current rolling wheel number.

[0012] Preferably, the composite offset is superimposed on the corresponding coordinates of the current position on the target path to generate an updated target path, specifically including: Determine whether the overall offset is less than the upper limit of the offset; If the overall offset is less than the upper limit of the offset, the overall offset is superimposed on the corresponding coordinates of the current position on the target path to generate an updated target path; or, If the overall offset is greater than or equal to the upper limit of the offset, the overall offset is replaced with the upper limit of the offset and superimposed on the corresponding coordinates of the current position on the target path to generate an updated target path.

[0013] Preferably, the composite offset is superimposed on the corresponding coordinates of the current position on the target path to generate an updated target path. Specifically, for the current position P0 (x0, y0, z0) on the target path, the updated target position P is obtained in the following manner. new (x) new y new , z new ): x new =x0+ΔD×sin(θ0+π / 2); y new =y0+ΔD×cos(θ0+π / 2); z new =z0+ΔD×sinα; Where ΔD is the overall offset; θ0 is the heading angle of the target path at the current position P0; and α is the road surface inclination angle at the current position P0.

[0014] Preferably, the method further includes: Generate initial correction control commands based on the updated target path; Obtain the vehicle's current driving parameters and current operating condition parameters, and determine the vehicle's safety control boundary under the current operating condition based on the current driving parameters and current operating condition parameters; Based on the safety control boundary, the initial correction control command is subjected to safety constraint processing to generate a safety correction control command. The vehicle is controlled to perform a correction action according to the aforementioned safety correction control command.

[0015] Preferably, the current driving parameters and current operating condition parameters of the vehicle are obtained, and the safety control boundary of the vehicle under the current operating condition is determined based on the current driving parameters and current operating condition parameters, specifically including: Obtain the current path curvature radius R, the current road surface inclination angle α, and the real-time adhesion coefficient μ between the tire and the road surface; Based on the road surface inclination angle α and the real-time adhesion coefficient μ, calculate the maximum permissible lateral acceleration a of the vehicle under the current operating conditions. max =μ×g×cosα-g×sinα; The upper limit of safe driving speed v is calculated based on the road surface inclination angle α, the real-time adhesion coefficient μ, and the path curvature radius R. max = (R × (μ × g × cosα - g × sinα))^0.5.

[0016] Preferably, synchronizing the updated target path to other road rollers in the continuous coordinated compaction operation fleet specifically includes: The designated road roller sends the updated target route to the other road rollers via its onboard V2V communication module, so that the other road rollers can receive the updated target route and store it as the target route for current use.

[0017] Secondly, this invention provides an adaptive correction system for the trajectory of ultra-high-speed ring road large-angle compaction construction. The system is applied to a designated road roller in a continuous cooperative compaction operation fleet composed of multiple road rollers. The system includes: The acquisition unit is used to acquire historical key parameters of the vehicles ahead at the current position. The vehicles ahead include the road rollers traveling in front of the vehicle in the current compaction cycle, and the road rollers that have completed compaction operations in previous compaction cycles. The calculation unit is used to calculate the comprehensive offset at the current position based on the historical key parameters; The generation unit is used to superimpose the comprehensive offset onto the corresponding coordinates of the current position on the target path to generate an updated target path; The synchronization unit is used to synchronize the updated target path to other road rollers in the continuous cooperative compaction operation fleet, so that the other road rollers can perform compaction operations according to the updated target path.

[0018] The present application provides an adaptive correction method for the trajectory of high-angle compaction construction on an ultra-high ring road. This method is periodically executed by a designated roller in a continuous collaborative compaction convoy consisting of multiple rollers. The method includes obtaining historical key parameters of the preceding vehicle at its current position, wherein the preceding vehicle includes the roller traveling ahead of the current roller in the current compaction cycle and the rollers that have completed compaction operations in previous compaction cycles; calculating the comprehensive offset at the current position based on the historical key parameters; superimposing the comprehensive offset onto the corresponding coordinates of the current position on the target path to generate an updated target path; and synchronizing the updated target path to other rollers in the continuous collaborative compaction convoy so that the other rollers perform compaction operations according to the updated target path. In this way, the designated rollers in the continuous collaborative compaction operation fleet can periodically execute this method to update the target path and synchronize the updated target path to other rollers. This maintains the rhythm of continuous collaborative compaction operations while eliminating systematic trajectory deviations caused by changes in road surface morphology, ensuring compaction accuracy and uniformity under the large inclination conditions of the ultra-high ring road. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in this 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 some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0020] Figure 1 The present invention provides a schematic diagram of the specific process of an adaptive correction method for ultra-high ring road large-angle compaction construction trajectory; Figure 2 A schematic diagram illustrating the specific process for calculating the overall offset in the method provided by this invention; Figure 3 The present invention provides a schematic diagram of the specific structure of an adaptive correction system for ultra-high ring road large-angle compaction construction trajectory; Figure 4 A schematic diagram of the structure of the electronic device provided by the present invention. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention 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 invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0022] As mentioned earlier, when existing correction schemes are directly applied to this continuous cooperative compaction operation mode, significant technical contradictions arise in engineering practice. Specifically, the continuous cooperative compaction operation mode requires close timing coordination among the rollers, and the entire construction process must proceed continuously without interruption. However, current adaptive correction schemes, which use pre-mapped target travel trajectories as reference benchmarks, require work to be stopped and the target travel trajectory re-mapped and updated after a certain number of compaction cycles. This disruption of the coordinated rhythm among the rollers in the continuous cooperative compaction operation mode, leading to a significant reduction in construction efficiency, coupled with failure to update the target travel trajectory, results in increased deviations between the target travel trajectory and the actual road surface, introducing systematic errors. This makes it impossible for each roller to independently correct deviations in real time, thus failing to eliminate trajectory deviations caused by the disconnect from the reference benchmark, ultimately affecting compaction accuracy and the uniformity of the compacted material. It is evident that existing correction solutions are insufficient to meet the dual requirements of trajectory accuracy and construction continuity for continuous collaborative operation of road roller convoys under the conditions of large inclination on ultra-high-speed ring roads.

[0023] In view of this, the embodiments of this application provide an adaptive correction method and system for ultra-high ring road large-angle compaction construction trajectory, which can be used to solve the problems in the prior art.

[0024] To facilitate understanding of the technical solution of this application, a general description is provided below. The technical solution of this application is applied to a continuous coordinated compaction operation fleet composed of multiple road rollers. This fleet employs a continuous coordinated compaction operation mode, where multiple road rollers pass through the construction area sequentially in a predetermined formation. After each road roller completes a single compaction pass, it exits from the end of the construction area, then circles back to the starting position and re-enters the construction area, repeating this cycle to achieve multiple rounds of continuous compaction. Within this continuous coordinated compaction operation fleet, a designated road roller can periodically execute this method. The execution cycle can be a preset time interval (e.g., 1 day, 1 week), a preset distance interval (e.g., once every 1000 meters), or a preset compaction cycle interval (e.g., once every 10 compaction cycles). Furthermore, the designated road roller executing this method can be the lead vehicle in the continuous coordinated compaction operation fleet or any dynamically designated road roller. For example, in practical applications, when using a continuous cooperative compaction operation fleet to compact ultra-high ring roads at large angles, a specific roller can be designated as the designated vehicle. Thus, when performing continuous cooperative compaction operations on the construction area in the continuous cooperative compaction operation mode, the method provided in the embodiments of this application can be periodically executed by the designated vehicle to solve the problems of the prior art. The method will be described in detail later.

[0025] like Figure 1 The diagram shown is a schematic flowchart of the adaptive correction method for ultra-high ring road large-angle compaction construction trajectory provided in this application embodiment. The method includes the following steps: Step S11: Obtain historical key parameters of the vehicle ahead at its current location.

[0026] Considering that the application scenario of this application is a continuous collaborative compaction operation mode, for the designated vehicle performing the method, the aforementioned preceding vehicle can refer to a set of vehicles with temporal or spatial leading characteristics. This set includes adjacent rollers that are physically located in front of this vehicle (i.e., the designated vehicle) in the current compaction cycle, as well as rollers that have already passed the current position and completed the compaction operation in previous compaction cycles.

[0027] The historical key parameters are a set of quantitative data characterizing the vehicle's motion and operational effectiveness at a specific spatial location and time point. Specifically, they can include the vehicle's real-time spatial coordinates, heading angle, lateral deviation, lateral acceleration, speed, and rolling wheel identification. The sources of these historical key parameters include local data collected and recorded by the vehicle itself via onboard sensors as it passes the location, or remote data received from other road rollers in the convoy via the onboard V2V (Vehicle-to-Vehicle) communication module. For example, data from previous rolling wheels can be obtained by reading the vehicle's historical driving logs stored locally; alternatively, it can be obtained by subscribing to the broadcast data stream of the vehicle ahead in the current rolling wheel position in real time via the V2V communication link. The process of acquiring these historical key parameters aims to construct a dual-source data foundation covering both the longitudinal evolution over time and the lateral collaborative reference in space, providing input support for subsequent offset calculations.

[0028] Step S12: Calculate the overall offset at the current location based on the historical key parameters.

[0029] In this application, the comprehensive offset can refer to the correction amount that needs to be applied to the target path at its current position in order to eliminate the systematic deviation of the trajectory caused by the cumulative changes in road surface morphology between rounds and the differences in driving states between vehicles. In practical applications, the comprehensive offset can be a vector value with direction and magnitude, and its physical meaning represents the normal or lateral adjustment distance of the currently desired driving trajectory relative to the preset reference trajectory.

[0030] In practical applications, such as Figure 2 As shown, step S12 can be implemented in the following way: Step S121: Extract the first historical key parameters from the historical key parameters when the vehicle passed the current position in the previous rolling cycle, and the second historical key parameters of the adjacent road roller traveling in front of the vehicle in the current rolling cycle within the predetermined space range before and after the current position.

[0031] For the massive amount of historical key parameters obtained in step S11, step S121 allows for precise indexing and extraction in the spatiotemporal dimensions. On one hand, based on spatial coordinate matching and timestamp backtracking mechanisms, a data set recorded when the vehicle passed the current target coordinate point in the previous number of compaction cycles can be retrieved from these historical key parameters. This data set aims to reflect the evolution of the physical state of the same location point at different construction stages (i.e., different compaction cycles). In this application, this data set is referred to as the first historical key parameter. For example, the first historical key parameter can be the lateral deviation sequence {Δd1, Δd2, ..., Δd...} extracted from the historical key parameters using spatial location coordinates as an index, representing the vehicle's lateral deviation sequence when passing the current position in the previous N compaction cycles. N}, where N is the preset number of historical rounds to be traced back.

[0032] Specifically, after determining the current position of the vehicle, we can trace back along the timeline to extract the lateral deviation amount of the vehicle each time it passed this current position in the previous N rolling passes. These lateral deviation amounts are then arranged in chronological order to form the lateral deviation amount sequence {Δd1, Δd2, ..., Δd...}. N This sequence constitutes a time-series data reflecting the dynamic evolution of trajectory deviation during pavement compaction. Its numerical fluctuations directly map the physical changes in pavement elevation and slope morphology as compaction progresses. Each element Δd in the sequence... i (i=1, 2, ..., N) represent the lateral deviation of the vehicle from the ideal target trajectory in the i-th historical compaction cycle, under the combined effects of complex factors such as gravity and road material deformation. The number of historical compaction cycles, N, serves as the length control parameter for the above sequence, and its setting needs to strike a balance between the sufficiency and timeliness of the data statistics. If the value of N is too small, the sample points are insufficient to support the statistical significance of the linear regression model, leading to excessive random errors in the fitting rate of change. If the value of N is too large, it may introduce abnormal deviation data from earlier cycles due to the unstable state of the road surface, reducing the model's sensitivity to recent compaction trends. Therefore, in some embodiments, N can be set as an integer between 5 and 10.

[0033] Secondly, the filtering logic can also focus on spatial topological relationships and real-time time windows. Specifically, it locates the adjacent road roller in front of the current vehicle during the current compaction cycle and extracts the real-time operational data generated by that adjacent road roller within a predetermined spatial range (e.g., 10 meters in front to 5 meters behind) relative to the current position of the current vehicle. In this application, this data set is referred to as the second historical key parameter. This predetermined spatial range is a key parameter ensuring the correlation between the driving state of the adjacent road roller in front and the current vehicle. Its setting needs to comprehensively consider factors such as platoon spacing, vehicle wheelbase, and braking distance, and can be dynamically adjusted according to vehicle speed. For example, the second historical key parameter could be the lateral deviation sequence and lateral acceleration sequence of the adjacent road roller in front of the current vehicle within the predetermined spatial range before and after its current position.

[0034] The adjacent road rollers traveling in front of this vehicle in the current compaction cycle can refer to vehicles in a continuous coordinated compaction convoy that closely follow this vehicle and pass through the target area within the same compaction cycle. Centered on the current location coordinates of this vehicle, a certain length of path interval is extracted upstream and downstream in the direction of travel (this length can be set according to engineering requirements, such as 10 meters or 20 meters in front and behind). Lateral deviation data of the adjacent vehicles ahead can be collected within this interval to form a lateral deviation sequence. This lateral deviation sequence reflects the trajectory fluctuations of the adjacent road rollers in the current local area, including random disturbance information caused by local road surface unevenness. The lateral acceleration sequence is a set of lateral acceleration values ​​extracted from the historical driving data of the adjacent road rollers within the same predetermined spatial range. This lateral acceleration describes the physical state of the vehicle under the combined effects of centrifugal force and gravity along the slope component during curves or lane changes; its magnitude directly characterizes the force state and dynamic response of the vehicle on the current steep road surface.

[0035] Step S122: Calculate the cumulative offset trend caused by the change in road surface morphology between cycles at the current position based on the first historical key parameters, and use it as the offset component between cycles.

[0036] This first historical key parameter records the trajectory deviation of the vehicle when passing the same location during multiple compaction cycles. In practical applications, given that the asphalt mixture on the steep slope of the superelevation ring road undergoes irreversible plastic deformation under repeated compaction, leading to gradual changes in road elevation and cross slope, this change directly manifests as a systematic deviation in the vehicle's trajectory. Therefore, this inter-cycle offset component, as a reference quantity, can be used to eliminate long-term trajectory drift caused by cumulative changes in the road surface's physical morphology.

[0037] As mentioned above, the first historical key parameter can include the sequence of lateral deviations {Δd1, Δd2, ..., Δd} when the vehicle passed the current position in the previous N rolling passes. N In this case, step S122 can be implemented as follows: first, the lateral deviation sequence {Δd1, Δd2, ..., Δd} is processed. N Linear regression fitting was performed to obtain the rate of change of lateral deviation with the number of compaction cycles.

[0038] The mathematical objective of this linear regression fitting process is to find an optimally fitted straight line that minimizes the sum of squared distances from this line to all data points in the lateral deviation sequence. In this embodiment, the number of compaction rollers can be used as the independent variable, and the lateral deviation as the dependent variable. The slope of the fitted straight line is calculated using optimization algorithms such as the least squares method. This slope represents the rate of change of the lateral deviation with the number of compaction rollers, and its physical meaning represents the average lateral offset increment brought about by each new compaction roller to the trajectory at that position.

[0039] Then, the offset caused by the cumulative changes in road surface morphology in the current cycle can be predicted by extrapolation based on the rate of change, and this offset is used as the inter-cycle offset component ΔD. inter In other words, after obtaining the core statistical parameter of the rate of change of lateral deviation with each compaction cycle, the calculated rate of change, combined with known historical cycle data, can be extrapolated to the current compaction cycle. This extrapolation prediction logic is based on the engineering assumption that the pavement compaction process has short-term continuity and predictability. Since the rate of change reflects the average evolution rate of the offset, applying it to the current cycle allows estimation of the additional offset caused by further compaction and settlement of the pavement morphology since the most recent historical record (i.e., the Nth cycle). The predicted value generated by this calculation process is determined as the inter-cycle offset component ΔD in this application. inter .

[0040] Step S123: Calculate the instantaneous offset trend at the current position caused by the difference in driving status between vehicles in the current rolling cycle based on the second historical key parameters, and use it as the offset component of this cycle.

[0041] Unlike the slow evolution between rounds, the second historical key parameter primarily captures the dynamic response differences between the preceding vehicle and the current vehicle within the same round. In continuous coordinated compaction operations, the driving operations of the preceding vehicle (such as acceleration, deceleration, and minor steering adjustments) or the instantaneous vibrations caused by local road unevenness will form disturbance waves propagating along the convoy. Relying solely on the vehicle's own sensor responses often results in lag. Therefore, the current round offset component aims to predict the instantaneous trajectory deviation that the current vehicle will face by utilizing prior information from the preceding vehicle. This component focuses on high-frequency, short-term dynamic characteristics. Its calculation logic can be to differentiate the rate of change of the preceding vehicle's lateral deviation near its current position, or to assess its stability by combining the preceding vehicle's lateral tilt angle data, and then calculate the instantaneous adjustment amount that the current vehicle needs to make.

[0042] The aforementioned second historical key parameter can be, for example, the lateral deviation sequence and lateral acceleration sequence of the adjacent road roller traveling in front of this vehicle in the current rolling cycle, within a predetermined spatial range before and after the current position. In this case, the specific implementation of step S123 can be as follows: first, calculate the rate of change of the lateral deviation along the travel direction d(Δd) / ds based on the lateral deviation sequence, and use it as the deviation change rate under the current rolling cycle.

[0043] The rate of change of the lateral deviation along the driving direction, d(Δd) / ds, physically represents the change in the degree of lateral deviation from the theoretical trajectory of the preceding vehicle per unit distance traveled along the driving path. Therefore, it can effectively characterize the smoothness of the road surface and the following response of the preceding vehicle to local road shapes. The calculation method for this rate of change, d(Δd) / ds, can be as follows: Differential operations or curve fitting differentiation can be performed on the acquired lateral deviation sequence. For example, the least squares method can be used to linearly fit the lateral deviation data within a predetermined spatial range, and the slope of the fitted line is the average rate of change of deviation for that interval. Alternatively, the sliding window difference method can be used to calculate the ratio of the difference in lateral deviation between adjacent sampling points to the path distance increment, which is then used as the rate of change, d(Δd) / ds.

[0044] Then, the mean lateral acceleration ā can be calculated based on the lateral acceleration sequence. The mean lateral acceleration ā is a statistical description of the overall dynamic state of the vehicle ahead within the current area. Because vehicles are affected by factors such as road surface microtexture, engine vibration, and wind load during actual driving, instantaneous lateral acceleration often contains high-frequency noise components. Therefore, by calculating the mean of the lateral acceleration sequence, high-frequency random interference can be filtered out, yielding a reflection of the continuous lateral force level experienced by the vehicle on the current steep incline.

[0045] In this application, the lateral acceleration mean ā can be obtained by arithmetically averaging the lateral acceleration values ​​at all acquisition times in the lateral acceleration sequence; alternatively, to further eliminate the influence of occasional maxima, a truncated averaging strategy can be adopted, that is, after removing the largest 5% and smallest 5% of data in the sequence, the average of the remaining lateral accelerations can be calculated as the lateral acceleration mean ā. The magnitude of the lateral acceleration mean ā is closely related to the radius of curvature of the current path, the lateral slope of the road surface, and the driving speed. This parameter can quantify the risk of vehicle sideslip or instability from a mechanical perspective, providing a dynamic constraint basis for subsequent correction compensation.

[0046] After obtaining the rate of change d(Δd) / ds and the mean lateral acceleration ā, the formula ΔD can be used. intra =w1×Δd+w2×[d(Δd) / ds]×L+w3×(ā / g)×L×H, calculate the offset component ΔD for this round. intra Wherein, Δd is the lateral deviation of the adjacent road roller traveling in front of this vehicle at its current position, that is, the difference in lateral distance between the actual position and the theoretical position of the preceding vehicle, which is the basic term for deviation following; L is the preset aiming distance, which refers to the forward sight distance set by this vehicle to obtain sufficient reaction time. This distance is related to the vehicle's speed, and the faster the speed, the longer the aiming distance; g is the acceleration due to gravity; H is the mechanical disturbance compensation coefficient determined according to the number of compaction wheels. This coefficient H characterizes the influence of the increased road material density on the vehicle's dynamic response characteristics as the number of compaction wheels increases. Its value changes nonlinearly with the number of wheels and can usually be calibrated through field experiments or pre-calibrated; w1, w2, and w3 are the weighting factors of the current compaction wheel, which are used to adjust the contribution of each factor according to the needs of different construction stages (such as initial compaction, intermediate compaction, and final compaction). For example, in the initial compaction stage, the road surface is soft, so w1 can be set larger to follow the trajectory of the preceding vehicle, while in the final compaction stage, w3 can be appropriately increased to enhance dynamic stability.

[0047] Step S124: Calculate the total offset based on the offset components between rounds and the offset components in the current round.

[0048] The inter-round offset component ΔD is obtained through the above steps S122 and S123. inter and the offset component ΔD in this round intra Subsequently, in step S124, the inter-round offset component ΔD can be further analyzed. inter and the offset component ΔD in this round intra Calculate the overall offset ΔD, where the overall offset ΔD can be derived from the inter-round offset component ΔD. inter and the offset component ΔD in this round intraIt is obtained by weighted summation, and its weight coefficient can be adaptively adjusted according to working condition parameters such as the current compaction wheel, road surface inclination angle or vehicle speed.

[0049] For example, in the early stages of construction, when the road surface changes drastically, the weight of the offset component between rolling cycles can be set relatively high. As compaction stabilizes, the system gradually increases the weight of the offset component in the current rolling cycle to improve tracking accuracy. Through this dual-component collaborative calculation, the overall offset can simultaneously eliminate long-term trends and suppress short-term fluctuations, thereby achieving accurate quantification of complex trajectory deviation problems under high-angle conditions on ultra-high-speed ring roads.

[0050] Step S13: Overlay the combined offset onto the corresponding coordinates of the current position on the target path to generate the updated target path.

[0051] The target path can be a baseline trajectory line guiding the road roller to perform compaction operations. It is usually stored in the form of a discrete spatial coordinate point sequence, which includes planar coordinates (x, y) and elevation information (z). The updated target path is a dynamically corrected trajectory baseline. Its generation process involves superimposing the comprehensive offset calculated in step S102 onto the corresponding coordinate point of the current position on the original target path according to a preset coordinate transformation rule, thereby forming a new coordinate sequence.

[0052] The specific implementation of step S13, for example, given the current position P0 (x0, y0, z0) on the target path, can be obtained by the following method: new (x) new y new , z new ): where x new =x0+ΔD×sin(θ0+π / 2); y new =y0+ΔD×cos(θ0+π / 2); z new =z0+ΔD×sinα; where ΔD is the comprehensive offset obtained through step S12 above; θ0 is the heading angle of the target path at position P0; and α is the road surface inclination angle at the current position P0.

[0053] The current position P0 (x0, y0, z0) serves as the spatial coordinate point on the target path that requires correction adjustments, forming a reference point for path updates. This coordinate point is typically obtained through positioning using a Global Navigation Satellite System (GNSS) combined with high-precision real-time dynamic carrier phase differential technology (RTK). On the steeply inclined curved sections of the ultra-high-speed ring road, this current position P0 (x0, y0, z0) not only represents the projected position of the road roller on the horizontal plane but also implicitly contains the corresponding road surface geometry.

[0054] The heading angle θ0 is defined as the angle between the tangent direction of the target path at the current position P0 and true north. It describes the vehicle's expected direction of travel at that position. This parameter is usually read directly from the pre-planned target path alignment data or calculated through the vector relationship between the vehicle's current positioning point and neighboring points on the path. In a plane coordinate system, the heading angle determines the vehicle's orientation reference and is a key angular parameter for calculating the lateral correction component.

[0055] The road surface slope α refers to the cross slope angle of the road surface at the current location P0, that is, the angle between the transverse section of the road surface and the horizontal plane. In the construction of superelevation ring roads, this slope value is usually large to balance the centrifugal force when vehicles turn at high speed. This parameter can be retrieved from the road design data or measured in real time by the tilt sensor, and directly reflects the degree of inclination of the road surface.

[0056] In this way, through step S13, the comprehensive offset can be superimposed onto the corresponding coordinates of the current position on the target path, thereby obtaining the updated target position P. new (x) new y new , z new This is a new three-dimensional coordinate point obtained after correction calculations, used to replace the current position P0 on the original target path. The target position P... new (x) new y new , z newThe generation of the target position P is based on spatial mapping using road geometric constraints and vehicle kinematics. Its core logic lies in decomposing the comprehensive offset ΔD and projecting it onto three orthogonal directions in the local coordinate system. In the horizontal plane, the lateral direction of the vehicle is first determined using the heading angle θ0. The coordinate axes are then rotated by 90 degrees using θ0 + π / 2, resulting in a lateral vector perpendicular to the driving direction. Subsequently, sine and cosine functions are used to project the comprehensive offset ΔD onto the east-west (x-axis) and north-south (y-axis) directions of the global coordinate system, respectively, achieving correct lateral correction in a Cartesian coordinate system. In the vertical direction, combined with the road slope α, sinα is used to project the comprehensive offset ΔD onto the elevation direction (z-axis) perpendicular to the road surface, thus correcting lateral deviations while compensating for elevation matching errors caused by road slope. This vector decomposition and coordinate transformation based on heading and slope angles ensures that the generated updated target position P... new (x) new y new , z new In three-dimensional space, it strictly conforms to the actual geometry of the current road surface, avoiding the trajectory distortion problem caused by directly superimposing offsets in the traditional Cartesian coordinate system, so that the corrected path always maintains the correct contact relationship with the road surface.

[0057] It is important to note that, considering the construction area of ​​this application is a high-angle, ultra-high ring road, the requirements for safe construction are high. Therefore, this application can pre-set an upper limit value for the comprehensive offset. Before executing step S13, this application can first determine whether the comprehensive offset obtained in step S12 is less than the upper limit value. If the comprehensive offset is less than the upper limit value, it means that it is within the safety requirements, so step S13 can be executed to superimpose the comprehensive offset onto the corresponding coordinates of the current position on the target path to generate an updated target path. Conversely, if the comprehensive offset is greater than or equal to the upper limit value, it means that the comprehensive offset is too large. The comprehensive offset can be replaced with the upper limit value, and then, based on the same principle, the upper limit value can be superimposed onto the corresponding coordinates of the current position on the target path to generate an updated target path.

[0058] It should be further noted that, when the overall offset is greater than or equal to the upper limit of the offset, the method provided in this application embodiment may further include reducing the execution cycle of the designated road roller, thereby increasing the frequency of its execution of the method provided in this application embodiment, and thus updating the target path more frequently.

[0059] Step S14: Synchronize the updated target path to other road rollers in the continuous collaborative compaction fleet so that the other road rollers can perform compaction operations according to the updated target path.

[0060] After the designated road roller generates the updated target path through step S13, since the continuous collaborative compaction operation team is a construction unit composed of multiple road rollers according to preset formation rules and operation sequence, the road rollers within it need to maintain the consistency of the trajectory and the coordination of the operation. Therefore, in step S14, the updated target path can be further synchronized to other road rollers in the continuous collaborative compaction operation team, so that the other road rollers can perform compaction operations according to the updated target path.

[0061] The process of synchronizing the updated target path to other road rollers can refer to distributing the corrected path data and overwriting the path reference currently used by other vehicles in the convoy. This process is implemented through the onboard V2V communication module, designating a road roller as the data publisher, encoding the updated target path, and sending it to other nodes in the convoy's communication network via broadcast or multicast. Other road rollers, acting as data receivers, listen for path update messages in the network. Upon receiving the updated target path, they parse and verify it, replace the old version of the path data stored locally, and then input the new path data into their respective trajectory tracking controllers to guide subsequent driving actions. For example, highly reliable, low-latency communication protocols (such as DSRC or C-V2X) can be used to ensure that data is delivered to the entire convoy within milliseconds; alternatively, checksums and sequence numbers can be embedded in the data packets to prevent path conflicts caused by data loss or out-of-order delivery. This path synchronization mechanism ensures that all vehicles in the convoy operate based on a unified trajectory benchmark at the same time, effectively avoiding repeated compaction or missed compaction caused by inconsistent path benchmarks among vehicles, thus improving the overall construction quality and efficiency.

[0062] The present application provides an adaptive correction method for the trajectory of high-angle compaction construction on an ultra-high ring road. This method is periodically executed by a designated roller in a continuous collaborative compaction convoy consisting of multiple rollers. The method includes obtaining historical key parameters of the preceding vehicle at its current position, wherein the preceding vehicle includes the roller traveling ahead of the current roller in the current compaction cycle and the rollers that have completed compaction operations in previous compaction cycles; calculating the comprehensive offset at the current position based on the historical key parameters; superimposing the comprehensive offset onto the corresponding coordinates of the current position on the target path to generate an updated target path; and synchronizing the updated target path to other rollers in the continuous collaborative compaction convoy so that the other rollers perform compaction operations according to the updated target path. In this way, the designated rollers in the continuous collaborative compaction operation fleet can periodically execute this method to update the target path and synchronize the updated target path to other rollers. This maintains the rhythm of continuous collaborative compaction operations while eliminating systematic trajectory deviations caused by changes in road surface morphology, ensuring compaction accuracy and uniformity under the large inclination conditions of the ultra-high ring road.

[0063] It is important to note that, considering the construction area of ​​this application is a high-angle, ultra-high ring road, the requirements for safe construction are high in such an environment. Therefore, the method provided in this application may further include generating an initial correction control command based on the updated target path. This initial correction control command, as an intermediate layer command of the vehicle control system, does not directly drive the underlying current or voltage signals of actuators such as steering motors or hydraulic valves. Instead, it includes control quantities such as the desired steering wheel angle, target steering angle, or desired lateral acceleration. This initial correction control command is typically calculated by a trajectory tracking controller (such as a model predictive control (MPC) or a pure tracking controller) based on the error between the current vehicle pose and the updated target path, representing the ideal control quantity required to eliminate path errors. Since this command does not yet incorporate the limitations of vehicle dynamics and environmental adhesion conditions, and only represents the control requirements under ideal conditions, it is called an initial correction control command.

[0064] The system can then acquire the vehicle's current driving parameters and operating parameters, and determine the vehicle's safety control boundaries under the current operating conditions based on these parameters. The current driving parameters characterize the roller's motion state and the road geometry at the current moment, specifically including the vehicle's path curvature radius R and road surface inclination angle α at its current position. The current operating parameters characterize the interaction between the roller and the road surface (e.g., the real-time adhesion coefficient μ between the tires and the road surface). The real-time adhesion coefficient μ is estimated in real-time by collecting the vehicle's drive wheel slip rate and braking force from onboard sensors. The path curvature radius R determines the magnitude of the centripetal force required for the vehicle to perform circular motion at that position; a smaller curvature radius requires a larger centripetal force. The road surface inclination angle α determines the magnitude of the component of gravity along the road's cross slope; under high-angle ultra-high track conditions, this component significantly affects the vehicle's lateral stability. The real-time adhesion coefficient μ is affected by factors such as road surface material, wetness / dryness, and temperature, representing the maximum friction limit that the road surface can provide.

[0065] Specifically, the path curvature radius R, the road surface inclination angle α, and the real-time adhesion coefficient μ between the tire and the road surface can be obtained at the current location; then, based on the road surface inclination angle α and the real-time adhesion coefficient μ, the maximum permissible lateral acceleration a of the vehicle under the current operating conditions can be calculated. max =μ×g×cosα-g×sinα, where a max The aim is to determine the physical limits under which a vehicle will not sideslip under current slope conditions; and to calculate the upper limit of safe driving speed v based on the road surface inclination angle α, the real-time adhesion coefficient μ, and the path curvature radius R. max = (R × (μ × g × cosα - g × sinα))^0.5, where v is the upper limit of the safe driving speed. max This is the theoretical upper limit of the vehicle's speed.

[0066] Once the safety control boundary is obtained, that is, the upper limit of the safe driving speed v max and maximum permissible lateral acceleration a max Subsequently, safety constraints can be applied to the initial correction control command based on the safety control boundary. For example, the lateral acceleration in the initial correction control command can be compared with the maximum permissible lateral acceleration 'a'. max The magnitude of the lateral acceleration, if the lateral acceleration is greater than the maximum permissible lateral acceleration a max Then, with the maximum permissible lateral acceleration a max Replace the lateral acceleration in the initial correction control command; otherwise, if the lateral acceleration is less than or equal to the maximum permissible lateral acceleration a... max If the lateral acceleration in the initial corrective control command is not adjusted, then the driving speed in the initial corrective control command can be compared with the upper limit of the safe driving speed v.max The magnitude of the speed, if the driving speed in the initial corrective control command is greater than the upper limit of the safe driving speed v. max Then, the safe driving speed limit v is used. max Replace the driving speed in the initial correction control command; otherwise, if the driving speed in the initial correction control command is less than or equal to the safe driving speed limit v. max If the initial speed is not adjusted, the driving speed in the initial corrective control command will not be adjusted. This method ultimately generates a safety corrective control command, which then controls the vehicle to perform corrective actions.

[0067] Based on the same inventive concept as the adaptive correction method for ultra-high-speed ring road large-angle compaction construction trajectory provided in the embodiments of this application, the embodiments of this application can also provide an adaptive correction system for ultra-high-speed ring road large-angle compaction construction trajectory. For any unclear points regarding the content of this system embodiment, please refer to the relevant content in the above method embodiments. Figure 3 The diagram shows the specific structure of the adaptive correction system 30 (hereinafter referred to as system 30) for the ultra-high-speed ring road large-angle compaction construction trajectory. This system is applied to a designated road roller in a continuous coordinated compaction operation fleet composed of multiple road rollers. System 30 includes: an acquisition unit 301, a calculation unit 302, a generation unit 303, and a synchronization unit 304, wherein: The acquisition unit 301 is used to acquire historical key parameters of the vehicle ahead at the current position. The vehicle ahead includes the road roller traveling in front of the vehicle in the current compaction cycle, and the road roller that has completed the compaction operation in the previous compaction cycle. Calculation unit 302 is used to calculate the comprehensive offset at the current position based on the historical key parameters; The generation unit 303 is used to superimpose the comprehensive offset onto the corresponding coordinates of the current position on the target path to generate an updated target path; Synchronization unit 304 is used to synchronize the updated target path to other road rollers in the continuous cooperative compaction operation fleet, so that the other road rollers can perform compaction operations according to the updated target path.

[0068] Since the system 30 adopts the same inventive concept as the method provided in the embodiments of this application, and the system 30 can also solve the problems of the prior art if the method can solve the problems of the prior art, this will not be elaborated here.

[0069] Specifically, calculating the comprehensive offset at the current location based on the historical key parameters may include: Extract the first historical key parameters from the historical key parameters when the vehicle passed the current position in the previous compaction cycle, and the second historical key parameters of the adjacent road roller traveling in front of the vehicle in the current compaction cycle within a predetermined spatial range before and after the current position. The cumulative offset trend caused by the change in road surface morphology between wheel cycles at the current position is calculated based on the first historical key parameters and used as the offset component between wheel cycles. The instantaneous offset trend caused by the difference in driving status between vehicles in the current rolling cycle at the current position is calculated based on the second historical key parameter and used as the offset component of this cycle. The overall offset is calculated based on the inter-round offset component and the current round offset component.

[0070] Specifically, the first historical key parameter includes: a sequence of lateral deviations {Δd1, Δd2, ..., Δd} extracted from the historical key parameter using spatial location coordinates as an index, representing the lateral deviations of the vehicle when it passed the current position in the previous N rolling cycles. N}, where N is the preset number of historical rounds to backtrack; and, Based on the first historical key parameters, the cumulative offset trend caused by changes in road surface morphology between wheel cycles at the current location is calculated as an inter-wheel offset component, which can specifically include: For the lateral deviation sequence {Δd1, Δd2, ..., Δd... N Linear regression fitting was performed to obtain the rate of change of lateral deviation with the number of compaction cycles; The offset caused by the cumulative change in road surface morphology in the current cycle is predicted by extrapolation based on the rate of change, and is used as the inter-cycle offset component ΔD. inter .

[0071] Specifically, the second historical key parameters include: the lateral deviation sequence and lateral acceleration sequence of the adjacent road rollers traveling in front of this vehicle in the current compaction cycle, within a predetermined spatial range before and after the current position; and, Based on the second historical key parameters, the instantaneous offset trend at the current position caused by the difference in driving status between vehicles in the current compaction cycle is calculated as the offset component for this cycle, which can specifically include: Based on the lateral deviation sequence, calculate the rate of change of the lateral deviation along the driving direction, d(Δd) / ds, as the deviation change rate for the current round. Calculate the mean lateral acceleration ā based on the lateral acceleration sequence; Using the formula ΔD intra=w1×Δd+w2×[d(Δd) / ds]×L+w3×(ā / g)×L×H, calculate the offset component ΔD of this round. intra Where Δd is the lateral deviation of the adjacent road roller traveling in front of this vehicle at the current position; L is the preset aiming distance; g is the gravitational acceleration; H is the mechanical disturbance compensation coefficient determined according to the rolling wheel number; w1, w2, and w3 are the weighting factors of the current rolling wheel number.

[0072] Specifically, the process of superimposing the comprehensive offset onto the corresponding coordinates of the current position on the target path to generate the updated target path may include: Determine whether the overall offset is less than the upper limit of the offset; If the overall offset is less than the upper limit of the offset, the overall offset is superimposed on the corresponding coordinates of the current position on the target path to generate an updated target path; or, If the overall offset is greater than or equal to the upper limit of the offset, the overall offset is replaced with the upper limit of the offset and superimposed on the corresponding coordinates of the current position on the target path to generate an updated target path.

[0073] Specifically, the overall offset is superimposed on the corresponding coordinates of the current position on the target path to generate the updated target path. This includes obtaining the updated target position P0(x0, y0, z0) for the current position P0(x0, y0, z0) on the target path as follows: new (x) new y new , z new ): x new =x0+ΔD×sin(θ0+π / 2); y new =y0+ΔD×cos(θ0+π / 2); z new =z0+ΔD×sinα; Where ΔD is the overall offset; θ0 is the heading angle of the target path at the current position P0; and α is the road surface inclination angle at the current position P0.

[0074] The system 30 may further include: an execution unit, configured to generate an initial correction control command based on the updated target path; acquire the current driving parameters and current operating condition parameters of the vehicle, and determine the safety control boundary of the vehicle under the current operating condition based on the current driving parameters and current operating condition parameters; perform safety constraint processing on the initial correction control command based on the safety control boundary to generate a safety correction control command; and control the vehicle to perform correction actions based on the safety correction control command.

[0075] The process of obtaining the vehicle's current driving parameters and current operating condition parameters, and determining the vehicle's safety control boundaries under the current operating conditions based on these parameters, may specifically include: Obtain the current path curvature radius R, the current road surface inclination angle α, and the real-time adhesion coefficient μ between the tire and the road surface; Based on the road surface inclination angle α and the real-time adhesion coefficient μ, calculate the maximum permissible lateral acceleration a of the vehicle under the current operating conditions. max =μ×g×cosα-g×sinα; The upper limit of safe driving speed v is calculated based on the road surface inclination angle α, the real-time adhesion coefficient μ, and the path curvature radius R. max = (R × (μ × g × cosα - g × sinα))^0.5.

[0076] Specifically, synchronizing the updated target path to other road rollers in the continuous collaborative compaction fleet may include: The designated road roller sends the updated target route to the other road rollers via its onboard V2V communication module, so that the other road rollers can receive the updated target route and store it as the target route for current use.

[0077] Figure 4 An example is a schematic diagram of the physical structure of an electronic device, such as... Figure 4As shown, the electronic device may include: a processor 510, a communication interface 520, a memory 530, and a communication bus 540, wherein the processor 510, the communication interface 520, and the memory 530 communicate with each other through the communication bus 540. The processor 510 can call the logical instructions in the memory 530 to execute the adaptive correction method for ultra-high ring road large-angle compaction construction trajectory provided in this application embodiment. The method is periodically executed by a designated road roller in a continuous cooperative compaction operation fleet composed of multiple road rollers. The method includes obtaining historical key parameters of the preceding vehicle at the current position, wherein the preceding vehicle includes the road roller traveling in front of the current vehicle in the current compaction cycle, and the road roller that has completed the compaction operation in the previous compaction cycle; calculating the comprehensive offset at the current position based on the historical key parameters; superimposing the comprehensive offset onto the corresponding coordinates of the current position on the target path to generate an updated target path; and synchronizing the updated target path to other road rollers in the continuous cooperative compaction operation fleet so that the other road rollers perform compaction operations according to the updated target path. In this way, the designated rollers in the continuous collaborative compaction operation fleet can periodically execute this method to update the target path and synchronize the updated target path to other rollers. This maintains the rhythm of continuous collaborative compaction operations while eliminating systematic trajectory deviations caused by changes in road surface morphology, ensuring compaction accuracy and uniformity under the large inclination conditions of the ultra-high ring road.

[0078] Obviously, since the processor 510 can call the logical instructions in the memory 530 to execute the method provided in the embodiments of this application, it can also solve the problems in the prior art.

[0079] Furthermore, the logical instructions in the aforementioned memory 530 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0080] On the other hand, the present invention also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the adaptive correction method for ultra-high ring road large-angle compaction construction trajectory provided in the embodiments of this application. This method is periodically executed by a designated road roller in a continuous collaborative compaction operation fleet composed of multiple road rollers. The method includes obtaining historical key parameters of the preceding vehicle at its current position, wherein the preceding vehicle includes the road roller traveling ahead of the current vehicle in the current compaction cycle and the road roller that has completed compaction operations in previous compaction cycles; calculating the comprehensive offset at the current position based on the historical key parameters; superimposing the comprehensive offset onto the corresponding coordinates of the current position on the target path to generate an updated target path; and synchronizing the updated target path to other road rollers in the continuous collaborative compaction operation fleet so that the other road rollers perform compaction operations according to the updated target path. In this way, the designated rollers in the continuous collaborative compaction operation fleet can periodically execute this method to update the target path and synchronize the updated target path to other rollers. This maintains the rhythm of continuous collaborative compaction operations while eliminating systematic trajectory deviations caused by changes in road surface morphology, ensuring compaction accuracy and uniformity under the large inclination conditions of the ultra-high ring road.

[0081] Obviously, since the computer can execute the method provided in the embodiments of this application when the computer program is executed by the processor, it can also solve the problems in the prior art.

[0082] In another aspect, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, provides the method provided in the embodiments of this application.

[0083] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0084] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0085] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. An adaptive correction method for the trajectory of ultra-high-speed ring road large-angle compaction construction, characterized in that, The method is performed periodically by a designated road roller from a continuous, coordinated compaction fleet consisting of multiple road rollers, and the method includes: Obtain historical key parameters of the vehicles ahead at the current position, wherein the vehicles ahead include the road rollers traveling in front of this vehicle in the current compaction cycle, and the road rollers that have completed compaction operations in previous compaction cycles; Calculate the overall offset at the current location based on the historical key parameters; The combined offset is superimposed on the corresponding coordinates of the current position on the target path to generate the updated target path; The updated target path is synchronized to the other road rollers in the continuous cooperative compaction fleet so that the other road rollers can perform compaction operations according to the updated target path.

2. The method according to claim 1, characterized in that, The comprehensive offset at the current location is calculated based on the historical key parameters, specifically including: Extract the first historical key parameters from the historical key parameters when the vehicle passed the current position in the previous compaction cycle, and the second historical key parameters of the adjacent road roller traveling in front of the vehicle in the current compaction cycle within a predetermined spatial range before and after the current position. The cumulative offset trend caused by the change in road surface morphology between wheel cycles at the current position is calculated based on the first historical key parameters and used as the offset component between wheel cycles. The instantaneous offset trend caused by the difference in driving status between vehicles in the current rolling cycle at the current position is calculated based on the second historical key parameter and used as the offset component of this cycle. The overall offset is calculated based on the inter-round offset component and the current round offset component.

3. The method according to claim 2, characterized in that, The first historical key parameter specifically includes: a sequence of lateral deviations {Δd1, Δd2, ..., Δd} extracted from the historical key parameters using spatial location coordinates as an index, representing the lateral deviations of the vehicle when it passed the current position in the previous N rolling cycles. N }, where N is the preset number of historical rounds to backtrack; and, Based on the first historical key parameters, the cumulative offset trend caused by changes in road surface morphology between wheel cycles at the current location is calculated as the inter-wheel offset component, specifically including: For the lateral deviation sequence {Δd1, Δd2, ..., Δd... N Linear regression fitting was performed to obtain the rate of change of lateral deviation with the number of compaction cycles; The offset caused by the cumulative change in road surface morphology in the current cycle is predicted by extrapolation based on the rate of change, and is used as the inter-cycle offset component ΔD. inter .

4. The method according to claim 2, characterized in that, The second key historical parameters specifically include: the sequence of lateral deviations and the sequence of lateral accelerations of the adjacent rollers traveling in front of this vehicle during the current compaction cycle, within a predetermined spatial range before and after the current position; and, Based on the second historical key parameters, the instantaneous offset trend at the current position caused by the difference in driving status between vehicles in the current compaction cycle is calculated as the offset component for this cycle, specifically including: Based on the lateral deviation sequence, calculate the rate of change of the lateral deviation along the driving direction, d(Δd) / ds, as the deviation change rate for the current round. Calculate the mean lateral acceleration ā based on the lateral acceleration sequence; Using the formula ΔD intra =w1×Δd+w2×[d(Δd) / ds]×L+w3×(ā / g)×L×H, calculate the offset component ΔD of this round. intra Where Δd is the lateral deviation of the adjacent road roller traveling in front of this vehicle at the current position; L is the preset aiming distance; g is the gravitational acceleration; H is the mechanical disturbance compensation coefficient determined according to the rolling wheel number; w1, w2, and w3 are the weighting factors of the current rolling wheel number.

5. The method according to claim 1, characterized in that, The combined offset is superimposed onto the corresponding coordinates of the current position on the target path to generate the updated target path, specifically including: Determine whether the overall offset is less than the upper limit of the offset; If the overall offset is less than the upper limit of the offset, the overall offset is superimposed on the corresponding coordinates of the current position on the target path to generate an updated target path; or, If the overall offset is greater than or equal to the upper limit of the offset, the overall offset is replaced with the upper limit of the offset and superimposed on the corresponding coordinates of the current position on the target path to generate an updated target path.

6. The method according to claim 1, characterized in that, The combined offset is superimposed on the corresponding coordinates of the current position on the target path to generate the updated target path. Specifically, for the current position P0 (x0, y0, z0) on the target path, the updated target position P is obtained as follows: new (x) new y new , z new ): x new =x0+ΔD×sin(θ0+π / 2); y new =y0+ΔD×cos(θ0+π / 2); With new =z0+ΔD×sinα; Where ΔD is the overall offset; θ0 is the heading angle of the target path at the current position P0; and α is the road surface inclination angle at the current position P0.

7. The method according to claim 1, characterized in that, The method further includes: Generate initial correction control commands based on the updated target path; Obtain the vehicle's current driving parameters and current operating condition parameters, and determine the vehicle's safety control boundary under the current operating condition based on the current driving parameters and current operating condition parameters; Based on the safety control boundary, the initial correction control command is subjected to safety constraint processing to generate a safety correction control command. The vehicle is controlled to perform a correction action according to the aforementioned safety correction control command.

8. The method according to claim 7, characterized in that, Obtain the vehicle's current driving parameters and current operating condition parameters, and determine the vehicle's safety control boundaries under the current operating conditions based on the current driving parameters and current operating condition parameters, specifically including: Obtain the current path curvature radius R, the current road surface inclination angle α, and the real-time adhesion coefficient μ between the tire and the road surface; Based on the road surface inclination angle α and the real-time adhesion coefficient μ, calculate the maximum permissible lateral acceleration a of the vehicle under the current operating conditions. max =μ×g×cosα-g×sinα; The upper limit of safe driving speed v is calculated based on the road surface inclination angle α, the real-time adhesion coefficient μ, and the path curvature radius R. max = (R × (μ × g × cosα - g × sinα))^0.

5.

9. The method according to claim 1, characterized in that, The updated target path will be synchronized to the other road rollers in the continuous coordinated compaction operation fleet, specifically including: The designated road roller sends the updated target route to the other road rollers via its onboard V2V communication module, so that the other road rollers can receive the updated target route and store it as the target route for current use.

10. An adaptive correction system for the trajectory of ultra-high-speed circular track large-angle compaction construction, characterized in that, The system is applied to a designated road roller in a continuous coordinated compaction operation fleet consisting of multiple road rollers. The system includes: The acquisition unit is used to acquire historical key parameters of the vehicles ahead at the current position. The vehicles ahead include the road rollers traveling in front of the vehicle in the current compaction cycle, and the road rollers that have completed compaction operations in previous compaction cycles. The calculation unit is used to calculate the comprehensive offset at the current position based on the historical key parameters; The generation unit is used to superimpose the comprehensive offset onto the corresponding coordinates of the current position on the target path to generate an updated target path; The synchronization unit is used to synchronize the updated target path to other road rollers in the continuous cooperative compaction operation fleet, so that the other road rollers can perform compaction operations according to the updated target path.

Images