Energy consumption constraint path planning method and system for high-altitude area inspection mobile platform

Abstract

The present application relates to the technical field of mobile robot path planning, and discloses an energy consumption constraint path planning method and system for a mobile platform for inspection in high-altitude areas; the method obtains inspection area data, high-altitude environment data and inspection mobile platform state data; generates a high-altitude available energy envelope according to the current position altitude, environment temperature, battery temperature, residual power and battery health state; divides the inspection area into a plurality of candidate path segments, calculates the normal driving energy consumption, peak traction power demand and battery temperature transfer amount of each candidate path segment; jointly determines the candidate path segments based on the residual energy constraint, peak traction power constraint and battery temperature constraint, and marks them as passable path segments, speed-limited passable path segments, heat recovery passable path segments or impassable path segments; constructs an energy feasible graph according to the marked path segments, generates an inspection path, and corrects and dynamically re-plans according to the energy consumption residual.

Description

Technical Field

[0001] This invention relates to the field of mobile robot path planning technology, specifically to an energy-constrained path planning method and system for mobile inspection platforms in high-altitude areas. Background Technology

[0002] With the increasing scale of power line, photovoltaic power station, mining slope, and communication base station construction in mountainous and high-altitude areas, the use of mobile inspection platforms for on-site inspections has gradually become an important way to reduce the intensity of manual inspections and improve the continuity of inspections. Mobile inspection platforms are typically battery-powered and generate inspection routes through preset inspection points, digital maps, and path planning algorithms. The platform then completes inspection tasks such as image acquisition, infrared temperature measurement, environmental monitoring, or equipment status identification according to the planned path.

[0003] Existing path planning methods for mobile inspection platforms primarily rely on path length, obstacle distribution, inspection point coverage, remaining battery power, or total path energy consumption as the main planning criteria, which can meet basic inspection needs in ordinary scenarios. However, in high-altitude areas, inspection areas often experience significant altitude variations, continuous slopes, unstable surface adhesion, and low ambient temperatures. The available battery capacity, continuous output power, and short-term peak output power will vary with environmental conditions and battery status, and the instantaneous traction power required by the mobile platform on uphill sections, low-adhesion surfaces, or locations with abrupt changes in slope will also increase significantly.

[0004] Therefore, the existing method of route planning based solely on total energy consumption or remaining power is insufficient to accurately determine whether the mobile inspection platform can actually pass through a candidate route segment under high-altitude and low-temperature conditions. This can easily lead to problems such as insufficient nominal remaining power but insufficient short-term output power, battery temperature entering a power-limited state, or insufficient return energy margin, which in turn affects the continuous execution of inspection tasks and the safe return of the platform. Summary of the Invention

[0005] To address the shortcomings of existing technologies, this invention provides an energy-constrained path planning method and system for mobile inspection platforms in high-altitude areas, thereby solving the technical problems existing in the prior art.

[0006] The above-mentioned technical objective of the present invention is achieved through the following technical solution: An energy-constrained path planning method for mobile inspection platforms in high-altitude areas includes the following steps: S1: Acquire inspection area data, high-altitude environment data, and inspection mobile platform status data; among which, inspection area data includes digital elevation data, inspection point location data, return point location data, refueling point location data, and passable area data; high-altitude environment data includes current location altitude, ambient temperature, and ground adhesion status; inspection mobile platform status data includes remaining power, battery temperature, battery health status, platform load, and drive status; S2: Based on the current altitude, ambient temperature, battery temperature, remaining charge, and battery health status, the system calls upon the altitude-temperature-battery status correction relationship generated from the calibration test data to generate a high-altitude usable energy envelope; the high-altitude usable energy envelope includes the upper limit of usable energy, the upper limit of continuous output power, and the upper limit of short-term peak output power; S3: Based on digital elevation data, inspection point location data, return point location data, refueling point location data, and passable area data, the inspection area is divided into multiple candidate path segments, and the path length, average slope, maximum slope, altitude range, and ground adhesion level of each candidate path segment are determined. S4: Calculate the normal driving energy consumption, peak traction power demand, and battery temperature transfer for each candidate path segment. S5: Based on the available energy envelope at high altitude, perform a joint determination of remaining energy constraints, peak traction power constraints and battery temperature constraints for each candidate path segment, and mark each candidate path segment as a passable path segment, a speed-limited passable path segment, a thermal recovery passable path segment or an impassable path segment according to the joint determination results. Specifically, when a candidate path segment simultaneously meets the remaining energy constraint, peak traction power constraint, and battery temperature constraint, the candidate path segment is marked as a passable path segment; when a candidate path segment meets the remaining energy constraint and battery temperature constraint, and meets the peak traction power constraint after reducing the travel speed, the candidate path segment is marked as a speed-limited path segment; when a candidate path segment meets the remaining energy constraint, and meets the battery temperature constraint and peak traction power constraint after inserting a thermal recovery node and undergoing a set thermal recovery time, the candidate path segment is marked as a thermal recovery passable path segment; when a candidate path segment still does not meet the joint determination requirements after reducing the travel speed and inserting a thermal recovery node, the candidate path segment is marked as an impassable path segment. S6: Construct an energy feasibility map based on passable path segments, speed-limited passable path segments, and heat recovery passable path segments, and generate an inspection path that covers the target inspection point and meets the return safety margin based on the energy feasibility map; S7: During the inspection process of the mobile inspection platform, the energy consumption residual between the actual energy consumption and the predicted energy consumption is obtained. Based on the energy consumption residual, the energy consumption of candidate path segments with the same altitude range, the same slope level and the same ground adhesion level is corrected. When the remaining energy constraint, peak traction power constraint or battery temperature constraint is not met, dynamic replanning is performed based on the corrected energy feasibility map.

[0007] Preferably, in step S2, generating a high-altitude usable energy envelope includes: Based on battery discharge test data collected in advance at different altitudes, ambient temperatures, and battery temperatures, an altitude-temperature-battery state correction relationship is established. Based on the altitude-temperature-battery state correction relationship, determine the capacity correction value and power correction value corresponding to the current altitude. Based on the altitude-temperature-battery state correction relationship, determine the capacity correction value, continuous power correction value, and short-time peak power correction value corresponding to ambient temperature and battery temperature. The nominal available energy is adjusted based on the remaining power, battery health status, capacity correction value, and capacity correction value corresponding to the ambient temperature to obtain the upper limit of available energy; The nominal continuous output power is corrected based on battery temperature, battery health status, current altitude, and continuous power correction value to obtain the upper limit of continuous output power. The nominal peak output power is corrected based on battery temperature, battery health status, current altitude, and short-term peak power correction value to obtain the upper limit of short-term peak output power.

[0008] Preferably, in step S3, dividing the inspection area into multiple candidate path segments includes: The starting point, inspection point, return point, and refueling point of the mobile inspection platform, as well as the top and bottom points of the slope and the points of slope grade change in the digital elevation data, are used as path nodes. Determine the traversable connection relationships between adjacent path nodes based on traversable area data; The path between two adjacent path nodes that have a traversable connection is identified as a candidate path segment; The elevation range, average slope, and maximum slope of the candidate route segments are determined based on digital elevation data. The ground adhesion level of candidate path segments is determined based on the ground adhesion status; Write the path length, average slope, maximum slope, altitude range, and ground adhesion level of the candidate path segments into the path segment attribute table of the corresponding candidate path segments.

[0009] Preferably, in step S4, calculating the normal driving energy consumption of each candidate path segment includes: The driving resistance energy consumption of the candidate route segment is determined based on the route length, average gradient, platform load, self-weight of the inspection mobile platform, ground adhesion level, and set travel speed. Based on the altitude range, ambient temperature, battery temperature, and drive status of the candidate path segment, determine the drive correction energy consumption of the candidate path segment. Based on the operation time of the inspection point and the operation power of the mobile inspection platform, determine the operation energy consumption of the corresponding inspection point of the candidate path segment; Adding the driving resistance energy consumption, drive correction energy consumption, and operation energy consumption together, we obtain the normal driving energy consumption of the candidate path segment.

[0010] Preferably, in step S4, calculating the peak traction power requirement for each candidate path segment includes: Determine the locations of maximum slope and minimum ground adhesion level within the candidate path segments; Determine the peak traction power based on the slope corresponding to the maximum slope location, platform load, self-weight of the inspection mobile platform, set passage speed and drive efficiency; Determine the adhesion-limited peak traction power based on the ground adhesion level corresponding to the location with the lowest ground adhesion level, platform load, self-weight of the inspection mobile platform, and drive efficiency. The larger of the peak traction power due to gradient and the peak traction power due to adhesion limitation is determined as the peak traction power requirement for the candidate path segment. The average power demand of the candidate route segments is determined based on the normal driving energy consumption and travel time of the route segments.

[0011] Preferably, in step S4, calculating the battery temperature transfer amount for each candidate path segment includes: The travel time of a route segment is determined based on the path length of the candidate route segment and the set travel speed. The battery heat generation is determined based on the normal driving energy consumption, peak traction power demand, and driving status of the candidate route segment. The amount of heat dissipation of the battery is determined based on the ambient temperature, battery temperature, travel time of the route segment, and battery heat dissipation parameters. The battery temperature change value after passing through the candidate path segment is determined based on the battery heat generation and battery heat dissipation. The battery temperature before the candidate path segment is traversed is added to the battery temperature change value to obtain the predicted battery temperature after the candidate path segment is traversed. The difference between the predicted battery temperature and the battery temperature before the candidate path segment is traversed is taken as the battery temperature transfer amount.

[0012] Preferably, in step S5, the joint determination of remaining energy constraint, peak traction power constraint, and battery temperature constraint includes: When the sum of the normal driving energy consumption of the candidate path segment, the estimated energy consumption of the remaining target inspection points after the candidate path segment, and the estimated energy consumption of the return trip is not greater than the value after deducting the safety margin of the return trip from the upper limit of available energy, the candidate path segment is determined to meet the remaining energy constraint. When the peak traction power demand of a candidate path segment is not greater than the short-term peak output power limit and the average power demand of the candidate path segment is not greater than the continuous output power limit, the candidate path segment is determined to meet the peak traction power constraint. When the predicted battery temperature after a candidate path segment is traversed is within the set allowable temperature range, the candidate path segment is determined to meet the battery temperature constraint. The return safety margin is obtained by multiplying the estimated energy consumption of the return path by a set safety factor. The estimated energy consumption of the return path is determined based on the normal driving energy consumption of the candidate path segment between the current position and the return point.

[0013] Preferably, in step S5, determining the speed-limited passage route segment includes: When a candidate path segment meets the remaining energy constraint and battery temperature constraint, but does not meet the peak traction power constraint at the set travel speed, the travel speed of the candidate path segment is reduced according to the speed level that the inspection mobile platform controller can execute. Recalculate the peak traction power demand, average power demand, and travel time of the candidate route segment at each speed level; When there is a speed range where the recalculated peak traction power demand is not greater than the short-term peak output power limit, and the average power demand at that speed range is not greater than the continuous output power limit, the candidate path segment is marked as a speed-limited passage path segment, and the corresponding passage speed and passage time of the path segment are recorded. When multiple speed settings meet the peak traction power constraint, the speed setting with the highest passing speed will be used as the passing speed for that speed-limited passage segment.

[0014] Preferably, in step S5, determining the heat recovery passage segment includes: When a candidate path segment meets the remaining energy constraint, but does not meet the peak traction power constraint due to the battery temperature not meeting the battery temperature constraint or the short-term peak output power limit being lower than the peak traction power requirement, a thermal recovery node is determined in the preceding path node of the candidate path segment. The hot recovery node is a path node that simultaneously meets the following conditions: its slope level is lower than that of the candidate path segment to be passed, it belongs to a passable area, it allows the inspection mobile platform to stay, and it has a communication status for updating path planning data. Update the battery temperature based on the ambient temperature of the thermal recovery node, the battery temperature, and the set thermal recovery duration; Update the short-term peak output power limit based on the updated battery temperature, current altitude, and battery health status. When the updated battery temperature meets the battery temperature constraint and the updated short-term peak output power limit is not less than the peak traction power requirement of the candidate path segment, the candidate path segment is marked as a thermal recovery passage path segment, and the corresponding thermal recovery node and thermal recovery duration are recorded.

[0015] The energy-constrained path planning system for a mobile inspection platform in high-altitude areas includes: a data acquisition module, used to acquire inspection area data, high-altitude environmental data, and mobile inspection platform status data; The energy envelope generation module is used to generate a high-altitude usable energy envelope by calling the altitude-temperature-battery state correction relationship formed by calibration test data based on the current location altitude, ambient temperature, battery temperature, remaining power and battery health status. The high-altitude usable energy envelope includes the upper limit of usable energy, the upper limit of continuous output power and the upper limit of short-time peak output power. The path segment division module is used to divide the inspection area into multiple candidate path segments based on digital elevation data, inspection point location data, return point location data, refueling point location data, and passable area data, and to determine the path length, average slope, maximum slope, altitude range, and ground adhesion level of each candidate path segment. The constraint calculation module is used to calculate the normal driving energy consumption, peak traction power demand, and battery temperature transfer for each candidate path segment. The path segment marking module is used to jointly determine the remaining energy constraints, peak traction power constraints, and battery temperature constraints of each candidate path segment based on the available energy envelope at high altitude, and mark each candidate path segment as a passable path segment, a speed-limited passable path segment, a thermal recovery passable path segment, or an impassable path segment according to the joint determination result. The path planning module is used to construct an energy feasibility map based on passable path segments, speed-limited passable path segments, and heat recovery passable path segments, and to generate an inspection path that covers the target inspection point and meets the return safety margin based on the energy feasibility map. The residual correction module is used to obtain the energy consumption residual between the actual energy consumption and the predicted energy consumption during the inspection of the mobile inspection platform. Based on the energy consumption residual, the module corrects the energy consumption of candidate path segments with the same altitude range, the same slope level, and the same ground adhesion level. The dynamic replanning module is used to perform dynamic replanning based on the modified energy feasibility map when the remaining energy constraint, peak traction power constraint, or battery temperature constraint is not met.

[0016] In summary, the present invention has the following main beneficial effects: By generating a high-altitude available energy envelope based on the current altitude, ambient temperature, battery temperature, remaining charge, and battery health status, and simultaneously using the upper limit of available energy, the upper limit of continuous output power, and the upper limit of short-term peak output power as path planning constraints, this approach effectively characterizes the actual available power capability of the inspection mobile platform in high-altitude and low-temperature environments. Compared to methods that select paths solely based on remaining charge or total energy consumption along the route, this application can identify path segments where the remaining charge is sufficient but the short-term output power is insufficient, reducing the likelihood of the inspection mobile platform experiencing insufficient power, stalling, or being unable to continue inspections on steep slopes, low-adhesion surfaces, or locations with abrupt changes in slope.

[0017] By calculating the normal driving energy consumption, peak traction power demand, and battery temperature transfer for each candidate path segment, and jointly determining the feasibility of the candidate path segments based on remaining energy constraints, peak traction power constraints, and battery temperature constraints, a hierarchical management effect on the feasibility of path segments is achieved. By marking candidate path segments as passable, speed-limited, heat-recovery passable, or impassable, and constructing an energy feasibility map based on the marked path segments, infeasible path segments can be prevented from entering the subsequent path search process. This ensures that the generated inspection path not only meets the inspection point coverage requirements but also satisfies the power output, temperature status, and return safety requirements under high-altitude conditions.

[0018] By acquiring the energy consumption residual between actual and predicted energy consumption during the inspection process on the mobile inspection platform, and classifying and correcting candidate path segments according to the same altitude range, slope level, and ground adhesion level, the matching degree between subsequent path energy consumption prediction and on-site working conditions is improved. Simultaneously, when remaining energy constraints, peak traction power constraints, or battery temperature constraints are not met, dynamic replanning is performed by inserting thermal recovery nodes, adjusting the inspection task set, or generating a return path, thereby improving the continuity of inspection tasks and the reliability of safe return in high-altitude areas. Attached Figure Description

[0019] Figure 1 This is a flowchart of the method of the present invention. Detailed Implementation

[0020] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0021] Example 1 refer to Figure 1A method for energy-constrained path planning of mobile inspection platforms in high-altitude areas includes the following steps: S1: Acquire inspection area data, high-altitude environment data, and inspection mobile platform status data; among which, inspection area data includes digital elevation data, inspection point location data, return point location data, refueling point location data, and passable area data; high-altitude environment data includes current location altitude, ambient temperature, and ground adhesion status; inspection mobile platform status data includes remaining power, battery temperature, battery health status, platform load, and drive status; S2: Based on the current altitude, ambient temperature, battery temperature, remaining charge, and battery health status, the system calls upon the altitude-temperature-battery status correction relationship generated from the calibration test data to generate a high-altitude usable energy envelope; the high-altitude usable energy envelope includes the upper limit of usable energy, the upper limit of continuous output power, and the upper limit of short-term peak output power; S3: Based on digital elevation data, inspection point location data, return point location data, refueling point location data, and passable area data, the inspection area is divided into multiple candidate path segments, and the path length, average slope, maximum slope, altitude range, and ground adhesion level of each candidate path segment are determined. S4: Calculate the normal driving energy consumption, peak traction power demand, and battery temperature transfer for each candidate path segment. S5: Based on the available energy envelope at high altitude, perform a joint determination of remaining energy constraints, peak traction power constraints and battery temperature constraints for each candidate path segment, and mark each candidate path segment as a passable path segment, a speed-limited passable path segment, a thermal recovery passable path segment or an impassable path segment according to the joint determination results. Specifically, when a candidate path segment simultaneously meets the remaining energy constraint, peak traction power constraint, and battery temperature constraint, the candidate path segment is marked as a passable path segment; when a candidate path segment meets the remaining energy constraint and battery temperature constraint, and meets the peak traction power constraint after reducing the travel speed, the candidate path segment is marked as a speed-limited path segment; when a candidate path segment meets the remaining energy constraint, and meets the battery temperature constraint and peak traction power constraint after inserting a thermal recovery node and undergoing a set thermal recovery time, the candidate path segment is marked as a thermal recovery passable path segment; when a candidate path segment still does not meet the joint determination requirements after reducing the travel speed and inserting a thermal recovery node, the candidate path segment is marked as an impassable path segment. S6: Construct an energy feasibility map based on passable path segments, speed-limited passable path segments, and heat recovery passable path segments, and generate an inspection path that covers the target inspection point and meets the return safety margin based on the energy feasibility map; S7: During the inspection process of the mobile inspection platform, the energy consumption residual between the actual energy consumption and the predicted energy consumption is obtained. Based on the energy consumption residual, the energy consumption of candidate path segments with the same altitude range, the same slope level and the same ground adhesion level is corrected. When the remaining energy constraint, peak traction power constraint or battery temperature constraint is not met, dynamic replanning is performed based on the corrected energy feasibility map.

[0022] This application applies to wheeled, tracked, or wheel-tracked hybrid mobile inspection platforms operating in high-altitude mining areas, mountain power transmission corridors, slope monitoring areas, photovoltaic power stations, and communication base station inspection areas. The mobile inspection platform is battery-powered and equipped with a drive motor, battery management system, positioning unit, environmental sensing unit, ground attachment identification unit, communication unit, and controller. It can also carry image acquisition devices, infrared temperature measurement devices, gas detection devices, lidar, or ultrasonic ranging devices as inspection payloads.

[0023] In this embodiment, "high-altitude area" refers to an inspection zone where changes in altitude, ambient temperature, slope, and ground adhesion affect the available battery energy, continuous output power, short-term peak output power, and the traction power required for the platform to traverse slopes during the operation of the mobile inspection platform. This embodiment does not select the inspection path solely based on path length or total energy consumption. Instead, before path planning, it first determines whether each candidate path segment can be actually traversed by the mobile inspection platform under the current high-altitude conditions. Then, based on the executable path segments, an energy feasibility map is constructed, thereby forming the inspection path.

[0024] In this embodiment, the inspection area data includes digital elevation data, inspection point location data, return point location data, refueling point location data, and passable area data. Digital elevation data is used to determine the elevation range, average slope, maximum slope, slope peak, slope trough, and slope grade change points of the path segment. Passable area data is used to exclude gullies, water bodies, non-load-bearing areas, restricted areas, and areas occupied by obstacles. Inspection point location data includes the coordinates of each inspection point, the inspection task type, the operation time of each inspection point, and the importance of each inspection point. Return point location data refers to the parking point or safe recovery point where the mobile inspection platform returns after completing its task. Refueling point location data indicates locations where the mobile inspection platform is allowed to charge, replace batteries, or dock for refueling.

[0025] High-altitude environmental data includes the current location's altitude, ambient temperature, and ground adhesion status. The current location's altitude is determined by the positioning unit in conjunction with digital elevation data; the ambient temperature is collected by the platform's temperature sensor or meteorological monitoring equipment in the inspection area; the ground adhesion status is determined by surface type, road surface slipperiness, slope gravel condition, snow accumulation, or icing condition, and mapped to a ground adhesion level. This ground adhesion level, along with the rolling resistance coefficient and adhesion correction coefficient, is stored in the platform parameter table. The platform parameter table is formed from traction test data, historical operating data, or on-site trial operation data of the inspection mobile platform on typical surfaces, and is written into the controller before the inspection mission begins.

[0026] The inspection mobile platform's status data includes remaining battery power, battery temperature, battery health status, platform load, and drive status. Remaining battery power is represented by the battery state of charge output by the battery management system (BMS); battery temperature is a representative value from multiple temperature sampling points within the battery pack, using the equivalent temperature output by the BMS; battery health status is determined by the BMS based on capacity decay, internal resistance changes, and cycle count; platform load includes the inspection load, communication equipment, and onboard tools; drive status includes drive motor output power, drive motor temperature, current speed, and drive efficiency.

[0027] The platform parameter table includes a speed range table, ground adhesion level table, battery allowable temperature range, return safety factor, battery heat dissipation parameters, thermal recovery parameters, and drive correction parameters. These parameters are determined by the mobile inspection platform model parameters, platform manufacturer technical documents, on-site trial operation data, or the operational safety requirements of the inspection area. During path planning, the controller uses the parameters from the platform parameter table for calculations, without changing the meaning of the parameters during a single path planning process.

[0028] The energy-constrained path planning method in this embodiment includes the following steps.

[0029] S1 acquires inspection area data, high-altitude environment data, and inspection mobile platform status data.

[0030] The controller reads data from the digital map unit, positioning unit, environmental perception unit, battery management system, and drive controller, and writes the inspection area data, high-altitude environment data, and inspection mobile platform status data into the task data table. The task data table includes at least the inspection area number, inspection point coordinates, return point coordinates, refueling point coordinates, current altitude, ambient temperature, ground adhesion level, remaining battery power, battery temperature, battery health status, platform load, and drive status.

[0031] S2 generates a high-altitude available energy envelope based on the current altitude, ambient temperature, battery temperature, remaining power, and battery health status.

[0032] The high-altitude available energy envelope includes an upper limit of available energy, an upper limit of continuous output power, and an upper limit of short-term peak output power. The upper limit of available energy is used to determine whether the inspection mobile platform has the energy required to complete the current route segment, subsequent inspection points, and return; the upper limit of continuous output power is used to determine whether the platform can continuously pass through long slopes or high-resistance sections; and the upper limit of short-term peak output power is used to determine whether the platform can pass through points of abrupt changes in slope, low-adhesion starting positions, or short-distance steep slope positions.

[0033] The altitude-temperature-battery status correction relationship is derived from calibration test data. This calibration test data includes at least the battery's discharge capacity, continuous discharge power, and short-term peak discharge power at different altitudes, ambient temperatures, battery temperatures, and battery health states. The calibration test data originates from the mobile inspection platform's factory tests, on-site trial runs, or periodic maintenance tests. The controller determines the corresponding correction value by looking up a table based on the current altitude, ambient temperature, battery temperature, and battery health status; when the collected value lies between two calibration points, piecewise linear interpolation is used to determine the corresponding correction value.

[0034] The upper limits of available energy, continuous output power, and short-time peak output power in the high-altitude available energy envelope are determined according to the following formulas:

[0035]

[0036]

[0037] in, This represents the upper limit of available energy. The nominal energy of the battery; The battery is in its state of charge. The capacity retention factor is determined by the battery's state of health. This is the current altitude. Ambient temperature; Battery temperature; This is the capacity correction factor corresponding to altitude; This is the capacity correction factor corresponding to ambient temperature and battery temperature. This is the maximum continuous output power. This refers to the nominal continuous output power. The power retention factor is determined by the battery's state of health. This is the power correction factor corresponding to altitude; Temperature correction factor for continuous output power; This is the upper limit of short-term peak output power; This refers to the nominal peak output power. This represents the temperature correction factor for short-term peak output power. All of the above correction factors are determined based on the altitude-temperature-battery state correction relationship.

[0038] S3, based on digital elevation data, inspection point location data, return point location data, refueling point location data, and passable area data, divides the inspection area into multiple candidate path segments.

[0039] The controller uses the starting point, inspection point, return point, refueling point, and slope peak, slope trough, and slope grade change points from the digital elevation data of the inspection mobile platform as path nodes. Slope peaks and troughs are determined by the slope direction changes of adjacent elevation sampling points, and slope grade change points are determined by the slope grade changes of adjacent road segments. The controller determines whether there is a continuous passable area between adjacent path nodes based on passable area data; if there is a continuous passable area between two path nodes and no restricted areas are crossed, the path between the two path nodes is identified as a candidate path segment.

[0040] For each candidate path segment, the controller determines and stores the path length, average slope, maximum slope, altitude range, and ground adhesion level. The path length is determined by the coordinates of the path nodes and the length of the path polyline; the average slope is determined by the elevation difference between the start and end points of the candidate path segment and the path length; the maximum slope is determined by the maximum local slope between adjacent elevation sampling points within the candidate path segment; the altitude range is determined by the lowest and highest altitudes within the candidate path segment; and the ground adhesion level is obtained by mapping the ground adhesion status. The above data is written into a path segment attribute table, which includes at least the path segment number, start node, end node, path length, average slope, maximum slope, altitude range, ground adhesion level, and whether stopping is permitted.

[0041] S4 calculates the normal driving energy consumption, peak traction power demand, and battery temperature transfer for each candidate path segment.

[0042] Normal driving energy consumption characterizes the energy required for the inspection mobile platform to traverse a candidate path segment at a set travel speed. The controller determines the driving resistance energy consumption of the candidate path segment based on its path length, average gradient, platform load, inspection mobile platform weight, ground adhesion level, and set travel speed. It also determines the drive correction energy consumption based on the altitude range, ambient temperature, battery temperature, and drive status of the candidate path segment. Finally, it determines the operational energy consumption for the corresponding inspection point based on the inspection point's operation time and the inspection mobile platform's operating power. The driving resistance energy consumption, drive correction energy consumption, and operational energy consumption are then added together to obtain the normal driving energy consumption of the candidate path segment. If the endpoint of the candidate path segment is not an inspection point, the operational energy consumption for the corresponding inspection point is set to zero.

[0043] The drive correction energy consumption is determined by the drive correction coefficient. This coefficient corresponds to the altitude range, ambient temperature, battery temperature, and drive state of the candidate path segment. The controller determines the drive correction coefficient based on the drive correction relationship table formed from calibration test data and corrects the driving resistance energy consumption accordingly. The calibration test data includes actual driving energy consumption records for different altitude ranges, different ambient temperatures, different battery temperatures, and different drive states.

[0044] When the candidate route segment is a downhill segment and the inspection mobile platform has a braking energy recovery function, the downhill recovered energy is counted according to the platform's calibrated recovery efficiency; when the platform does not have a braking energy recovery function, the slope of the downhill segment is not counted as usable recovered energy.

[0045] Peak traction power requirement is used to determine whether the inspection mobile platform can traverse the most unfavorable slope or lowest adhesion position in the candidate path segment. The controller identifies the maximum slope position and the lowest ground adhesion level position within the candidate path segment. Based on the slope corresponding to the maximum slope position, platform load, inspection mobile platform self-weight, set travel speed, and drive efficiency, it determines the slope peak traction power. Based on the ground adhesion level corresponding to the lowest ground adhesion level position, platform load, inspection mobile platform self-weight, and drive efficiency, it determines the adhesion-limited peak traction power. The larger of the slope peak traction power and the adhesion-limited peak traction power is then determined as the peak traction power requirement for the candidate path segment.

[0046] Peak traction power requirement is determined according to the following formula: ; in, Candidate path segments Peak traction power demand; Candidate path segments Peak traction power at the location of maximum gradient; Candidate path segments The adhesion-limited peak traction power corresponds to the location with the lowest ground adhesion level. The slope peak traction power and adhesion-limited peak traction power are determined by the platform's dynamic parameters, the ground adhesion level table, the relay rate, and the set travel speed. The more slippery, looser, or lower the ground adhesion, the greater the adhesion-limited peak traction power. The ground adhesion level table is formed from traction test data or historical operating data of the inspection mobile platform on typical surfaces.

[0047] The average power demand of a candidate route segment is determined by the normal driving energy consumption of the candidate route segment and the travel time of the route segment. The travel time of the route segment is determined by the route length of the candidate route segment and the set travel speed.

[0048] Battery temperature transfer is used to determine whether the battery temperature remains within the allowable temperature range after the inspection mobile platform passes through the candidate path segment. The controller predicts the battery temperature after passing through based on the candidate path segment travel time, normal driving energy consumption, peak traction power demand, ambient temperature, current battery temperature, and battery heat dissipation parameters.

[0049] The battery temperature transfer amount is determined according to the following formula: ; ; in, ,out, Candidate path segments Predicted battery temperature after passage; ,in represents the candidate path segment Battery temperature before passage; Candidate path segments Battery heat generation during passage; Candidate path segments The heat lost from the battery to the environment during transit; This is the equivalent thermal capacity of the battery pack. Candidate path segments The amount of battery temperature transfer. , and The parameters are determined by the battery management system's built-in thermal model, the platform manufacturer's battery pack parameters, or on-site calibration data.

[0050] S5, based on the available energy envelope at high altitude, performs a joint determination of remaining energy constraints, peak traction power constraints and battery temperature constraints for each candidate path segment, and marks the candidate path segments according to the joint determination results.

[0051] The remaining energy constraint is determined as follows: if the sum of the normal driving energy consumption of the candidate path segment, the estimated energy consumption of the remaining target inspection points after the candidate path segment, and the estimated energy consumption of the return journey is not greater than the upper limit of available energy minus the return journey safety margin, then the candidate path segment is determined to meet the remaining energy constraint. The return journey safety margin is determined by the estimated energy consumption of the return journey path and a set safety factor. The set safety factor is determined based on the altitude changes of the inspection area, the length of the return journey path, the platform's historical energy consumption fluctuations, and on-site operational safety requirements, and is written into the task configuration file before the inspection task begins.

[0052] The peak traction power constraint is determined as follows: if the peak traction power demand of a candidate path segment is not greater than the short-term peak output power limit, and the average power demand of the candidate path segment is not greater than the continuous output power limit, then the candidate path segment is determined to meet the peak traction power constraint. This determination is used to identify path segments where the nominal remaining power is sufficient but the short-term peak output power is insufficient under low temperature and high altitude conditions.

[0053] The battery temperature constraint is determined as follows: when the predicted battery temperature after traversing a candidate path segment is within the set allowable temperature range, the candidate path segment is deemed to meet the battery temperature constraint. The set allowable temperature range is the range of battery temperatures that the battery management system allows the inspection mobile platform to perform discharge drive. This temperature range is determined by the battery management system, platform manufacturer's technical documents, or on-site operational safety specifications, and is written into the platform parameter table before the inspection task begins.

[0054] When a candidate path segment simultaneously meets the remaining energy constraint, peak traction power constraint, and battery temperature constraint, the candidate path segment is marked as a passable path segment, and the normal driving energy consumption, passing speed, passing time, predicted battery temperature, and peak traction power demand of the path segment are recorded.

[0055] When a candidate path segment meets the remaining energy and battery temperature constraints, but fails to meet the peak traction power constraint at the set travel speed, the controller enters a speed-limiting judgment. The controller reduces the travel speed of the candidate path segment according to the speed level executable by the inspection mobile platform controller. The speed level is derived from the motion control parameters of the platform controller. At each speed level, the controller recalculates the peak traction power requirement, average power requirement, and travel time of the candidate path segment. When there is a speed level that makes the recalculated peak traction power requirement no greater than the short-term peak output power limit, and the average power requirement at that speed level no greater than the continuous output power limit, the candidate path segment is marked as a speed-limited travel path segment, and the corresponding travel speed and travel time are recorded. When multiple speed levels meet the peak traction power constraint, the speed level with the highest travel speed is taken as the travel speed of the speed-limited travel path segment.

[0056] When a candidate path segment meets the remaining energy constraint but fails to meet the peak traction power constraint due to insufficient battery temperature or insufficient peak output power limit (lower than the peak traction power requirement), the controller enters the thermal recovery decision. Thermal recovery nodes are not used as charging or swapping points. Their function is to update the battery temperature and short-term peak output power limit at low-slope path nodes where stopping is permitted, through stopping, low-load standby, low-speed no-load operation, or battery management system temperature recovery strategies, allowing subsequent candidate path segments to re-enter the joint decision.

[0057] The hot recovery node is determined from the preceding path nodes of the candidate path segment to be traversed. The hot recovery node simultaneously meets the following conditions: its slope level is lower than that of the candidate path segment; it belongs to a traversable area; the inspection mobile platform is allowed to stop there; and it has communication status for updating path planning data. The communication status is determined based on whether the data interaction between the inspection mobile platform and the dispatch platform, edge gateway, or regional communication base station is successful.

[0058] The thermal recovery duration is determined by the battery temperature before thermal recovery, the target battery temperature, the ambient temperature, and the equivalent thermal capacity of the battery pack, or by the thermal recovery parameter table generated from the battery thermal recovery calibration test. The controller updates the battery temperature based on the ambient temperature, battery temperature, and set thermal recovery duration at the thermal recovery node; then, it updates the short-term peak output power limit based on the updated battery temperature, current altitude, and battery health status. When the updated battery temperature meets the battery temperature constraint, and the updated short-term peak output power limit is not less than the peak traction power requirement of the candidate path segment, the candidate path segment is marked as a thermal recovery passage path segment, and the corresponding thermal recovery node and thermal recovery duration are recorded.

[0059] If a candidate path segment still fails to meet the joint decision criteria after reducing its travel speed and inserting a hot recovery node, it is marked as an impassable path segment. Impassable path segments are not included in the subsequent energy feasible graph.

[0060] S6 constructs an energy feasibility map based on passable path segments, speed-limited passable path segments, and heat recovery passable path segments, and generates an inspection path that covers the target inspection point and meets the return safety margin based on the energy feasibility map.

[0061] The nodes in the energy feasibility graph include the starting point, inspection point, return point, refueling point, and thermal recovery node. The edges in the energy feasibility graph include traversable path segments, speed-limited traversable path segments, and thermal recovery traversable path segments. For traversable path segments, the graph edges are written with normal driving energy consumption, travel time, and travel speed; for speed-limited traversable path segments, the graph edges are written with normal driving energy consumption, travel time, and travel speed after the speed limit; for thermal recovery traversable path segments, the graph edges are written with the thermal recovery node, thermal recovery time, battery temperature after thermal recovery, and the upper limit of short-term peak output power after thermal recovery. Inaccessible path segments are deleted from the energy feasibility graph.

[0062] Based on the energy feasibility graph, the controller generates inspection paths that cover the target inspection points and satisfy the return safety margin. Path planning can employ graph search algorithms, dynamic programming algorithms, or heuristic search algorithms. The search algorithm used here is not a core limitation of this embodiment; the key is that the search object is an energy feasibility graph that has already been filtered by the high-altitude available energy envelope and three types of constraints. During path generation, the controller prioritizes paths that cover the target inspection points, satisfy the remaining energy constraint, satisfy the peak traction power constraint, satisfy the battery temperature constraint, and retain the return safety margin. When all target inspection points cannot be covered simultaneously, the controller generates a task subset based on the importance of the inspection points, retains high-importance inspection points, deletes or postpones low-importance inspection points, and regenerates the inspection path.

[0063] S7, during the inspection of the mobile inspection platform, obtains the energy consumption residual between the actual energy consumption and the predicted energy consumption. Based on the energy consumption residual, it performs energy consumption correction on candidate path segments with the same altitude range, the same slope level, and the same ground adhesion level. When the remaining energy constraint, peak traction power constraint, or battery temperature constraint is not met, it performs dynamic replanning based on the corrected energy feasibility map.

[0064] Actual energy consumption is obtained by the battery management system based on voltage, current, and time integration, or by the platform's energy consumption metering module. Predicted energy consumption is the energy consumption value calculated based on normal driving energy consumption before traversing the route segment. After the inspection mobile platform completes the traversal of the current route segment, the controller subtracts the predicted energy consumption from the actual energy consumption to obtain the energy consumption residual.

[0065] The energy consumption residual is determined according to the following formula: ; in, Candidate path segments The energy consumption residual; Candidate path segments The actual energy consumption; Candidate path segments Predicted energy consumption.

[0066] The controller uses the altitude range, slope grade, and ground adhesion grade of the current path segment as residual classification criteria, and writes the energy consumption residuals into the corresponding category of path segment residual records. For candidate path segments belonging to the same altitude range, slope grade, and ground adhesion grade, the controller uses the corresponding category of path segment residual records to correct the normal driving energy consumption. The correction can be performed using average correction, weighted correction, or sliding window correction methods, with the specific correction method determined by the platform parameter table. This classification correction method is used to avoid incorrectly correcting energy consumption deviations from low-adhesion steep slope sections to smooth, hard-surface path segments.

[0067] During the inspection process, if the remaining energy constraint, peak traction power constraint, or battery temperature constraint is not met, the controller performs dynamic replanning based on the revised energy feasibility map. Dynamic replanning is executed in the order of inserting a thermal recovery node, adjusting the inspection task set, and generating a return path. If a thermal recovery node that meets the conditions exists ahead of the current path, it is inserted into the current path, and the battery temperature and short-term peak output power limit after thermal recovery are recalculated. If no usable thermal recovery node exists, the set of inspection points to be executed is reduced according to the importance of the inspection points, retaining high-importance inspection points and recalculating the path. If the return safety margin still cannot be met after downgrading the inspection tasks, a safe path to the return point or refueling point is generated.

[0068] This embodiment also provides an energy-constrained path planning system for a mobile inspection platform in high-altitude areas, including a data acquisition module, an energy envelope generation module, a path segment division module, a constraint calculation module, a path segment marking module, a path planning module, a residual correction module, and a dynamic replanning module.

[0069] The data acquisition module is used to acquire inspection area data, high-altitude environment data, and inspection mobile platform status data. The data acquisition module communicates with the positioning unit, digital map unit, temperature sensor, battery management system, drive controller, and ground adhesion identification unit.

[0070] The energy envelope generation module is used to generate a high-altitude usable energy envelope based on the current altitude, ambient temperature, battery temperature, remaining charge, and battery health status, by invoking the altitude-temperature-battery status correction relationship formed from calibration test data. The high-altitude usable energy envelope includes an upper limit of usable energy, an upper limit of continuous output power, and an upper limit of short-term peak output power.

[0071] The path segment division module is used to divide the inspection area into multiple candidate path segments based on digital elevation data, inspection point location data, return point location data, refueling point location data, and passable area data, and to determine the path length, average slope, maximum slope, altitude range, and ground adhesion level of each candidate path segment.

[0072] The constraint calculation module is used to calculate the normal driving energy consumption, peak traction power demand, and battery temperature transfer for each candidate path segment. The constraint calculation module calls the path segment attribute table, platform parameter table, drive state data, and battery thermal model to complete the calculation.

[0073] The path segment marking module is used to jointly determine the remaining energy constraints, peak traction power constraints, and battery temperature constraints of each candidate path segment based on the available energy envelope at high altitude, and mark each candidate path segment as a passable path segment, a speed-limited passable path segment, a thermal recovery passable path segment, or an impassable path segment according to the joint determination result.

[0074] The path planning module is used to construct an energy feasibility map based on passable path segments, speed-limited path segments, and heat recovery path segments, and to generate an inspection path that covers the target inspection point and meets the return safety margin based on the energy feasibility map.

[0075] The residual correction module is used to obtain the energy consumption residual between the actual energy consumption and the predicted energy consumption during the inspection of the mobile inspection platform, and to correct the energy consumption of candidate path segments with the same altitude range, the same slope level and the same ground adhesion level based on the energy consumption residual.

[0076] The dynamic replanning module is used to perform dynamic replanning based on the corrected energy feasibility map when the remaining energy constraint, peak traction power constraint, or battery temperature constraint is not met. The dynamic replanning module performs path updates in the order of inserting thermal recovery nodes, adjusting the inspection task set, and generating return paths.

[0077] In this embodiment, each module can be implemented by the processor in the inspection mobile platform controller executing program instructions in the memory, or by the edge computing unit deployed on the inspection mobile platform. Data interaction between the data acquisition module, energy envelope generation module, path segment division module, constraint calculation module, path segment marking module, path planning module, residual correction module, and dynamic replanning module is completed through the controller's internal bus or platform communication interface.

[0078] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A method for energy-constrained path planning of a mobile inspection platform in high-altitude areas, characterized in that, Includes the following steps: S1: Acquire inspection area data, high-altitude environment data, and inspection mobile platform status data; among which, inspection area data includes digital elevation data, inspection point location data, return point location data, refueling point location data, and passable area data; high-altitude environment data includes current location altitude, ambient temperature, and ground adhesion status; inspection mobile platform status data includes remaining power, battery temperature, battery health status, platform load, and drive status; S2: Based on the current altitude, ambient temperature, battery temperature, remaining charge, and battery health status, the system calls upon the altitude-temperature-battery status correction relationship generated from the calibration test data to generate a high-altitude usable energy envelope; the high-altitude usable energy envelope includes the upper limit of usable energy, the upper limit of continuous output power, and the upper limit of short-term peak output power; S3: Based on digital elevation data, inspection point location data, return point location data, refueling point location data, and passable area data, the inspection area is divided into multiple candidate path segments, and the path length, average slope, maximum slope, altitude range, and ground adhesion level of each candidate path segment are determined. S4: Calculate the normal driving energy consumption, peak traction power demand, and battery temperature transfer for each candidate path segment. S5: Based on the available energy envelope at high altitude, perform a joint determination of remaining energy constraints, peak traction power constraints and battery temperature constraints for each candidate path segment, and mark each candidate path segment as a passable path segment, a speed-limited passable path segment, a thermal recovery passable path segment or an impassable path segment according to the joint determination results. Specifically, when a candidate path segment simultaneously meets the remaining energy constraint, peak traction power constraint, and battery temperature constraint, the candidate path segment is marked as a passable path segment; when a candidate path segment meets the remaining energy constraint and battery temperature constraint, and meets the peak traction power constraint after reducing the travel speed, the candidate path segment is marked as a speed-limited path segment; when a candidate path segment meets the remaining energy constraint, and meets the battery temperature constraint and peak traction power constraint after inserting a thermal recovery node and undergoing a set thermal recovery time, the candidate path segment is marked as a thermal recovery passable path segment; when a candidate path segment still does not meet the joint determination requirements after reducing the travel speed and inserting a thermal recovery node, the candidate path segment is marked as an impassable path segment. S6: Construct an energy feasibility map based on passable path segments, speed-limited passable path segments, and heat recovery passable path segments, and generate an inspection path that covers the target inspection point and meets the return safety margin based on the energy feasibility map; S7: During the inspection process of the mobile inspection platform, the energy consumption residual between the actual energy consumption and the predicted energy consumption is obtained. Based on the energy consumption residual, the energy consumption of candidate path segments with the same altitude range, the same slope level and the same ground adhesion level is corrected. When the remaining energy constraint, peak traction power constraint or battery temperature constraint is not met, dynamic replanning is performed based on the corrected energy feasibility map.

2. The energy-constrained path planning method for a mobile inspection platform in high-altitude areas according to claim 1, characterized in that, In step S2, generating a high-altitude usable energy envelope includes: Based on battery discharge test data collected in advance at different altitudes, ambient temperatures, and battery temperatures, an altitude-temperature-battery state correction relationship is established. Based on the altitude-temperature-battery state correction relationship, determine the capacity correction value and power correction value corresponding to the current altitude. Based on the altitude-temperature-battery state correction relationship, determine the capacity correction value, continuous power correction value, and short-time peak power correction value corresponding to ambient temperature and battery temperature. The nominal available energy is adjusted based on the remaining power, battery health status, capacity correction value, and capacity correction value corresponding to the ambient temperature to obtain the upper limit of available energy; The nominal continuous output power is corrected based on battery temperature, battery health status, current altitude, and continuous power correction value to obtain the upper limit of continuous output power. The nominal peak output power is corrected based on battery temperature, battery health status, current altitude, and short-term peak power correction value to obtain the upper limit of short-term peak output power.

3. The energy-constrained path planning method for a mobile inspection platform in high-altitude areas according to claim 2, characterized in that, In step S3, dividing the inspection area into multiple candidate path segments includes: The starting point, inspection point, return point, and refueling point of the mobile inspection platform, as well as the top and bottom points of the slope and the points of slope grade change in the digital elevation data, are used as path nodes. Determine the traversable connection relationships between adjacent path nodes based on traversable area data; The path between two adjacent path nodes that have a traversable connection is identified as a candidate path segment; The elevation range, average slope, and maximum slope of the candidate route segments are determined based on digital elevation data. The ground adhesion level of candidate path segments is determined based on the ground adhesion status; Write the path length, average slope, maximum slope, altitude range, and ground adhesion level of the candidate path segments into the path segment attribute table of the corresponding candidate path segments.

4. The energy-constrained path planning method for a mobile inspection platform in high-altitude areas according to claim 3, characterized in that, In step S4, calculating the normal driving energy consumption of each candidate path segment includes: The driving resistance energy consumption of the candidate route segment is determined based on the route length, average slope, platform load, self-weight of the inspection mobile platform, ground adhesion level, and set travel speed. Based on the altitude range, ambient temperature, battery temperature, and drive status of the candidate path segment, determine the drive correction energy consumption of the candidate path segment. Based on the operation time of the inspection point and the operation power of the mobile inspection platform, determine the operation energy consumption of the corresponding inspection point of the candidate path segment; Adding the driving resistance energy consumption, drive correction energy consumption, and operation energy consumption together, we obtain the normal driving energy consumption of the candidate path segment.

5. The energy-constrained path planning method for a mobile inspection platform in high-altitude areas according to claim 4, characterized in that, In step S4, calculating the peak traction power requirement for each candidate path segment includes: Determine the locations of maximum slope and minimum ground adhesion level within the candidate path segments; Determine the peak traction power based on the slope corresponding to the maximum slope location, platform load, self-weight of the inspection mobile platform, set passage speed and drive efficiency; Determine the adhesion-limited peak traction power based on the ground adhesion level corresponding to the location with the lowest ground adhesion level, platform load, self-weight of the inspection mobile platform, and drive efficiency. The larger of the peak traction power due to gradient and the peak traction power due to adhesion limitation is determined as the peak traction power requirement for the candidate path segment. The average power demand of the candidate route segments is determined based on the normal driving energy consumption and travel time of the route segments.

6. The energy-constrained path planning method for a mobile inspection platform in high-altitude areas according to claim 5, characterized in that, In step S4, calculating the battery temperature transfer amount for each candidate path segment includes: The travel time of a route segment is determined based on the path length of the candidate route segment and the set travel speed. The battery heat generation is determined based on the normal driving energy consumption, peak traction power demand, and driving status of the candidate route segment. The amount of heat dissipation of the battery is determined based on the ambient temperature, battery temperature, travel time of the route segment, and battery heat dissipation parameters. The battery temperature change value after passing through the candidate path segment is determined based on the battery heat generation and battery heat dissipation. The battery temperature before the candidate path segment is traversed is added to the battery temperature change value to obtain the predicted battery temperature after the candidate path segment is traversed. The difference between the predicted battery temperature and the battery temperature before the candidate path segment is traversed is taken as the battery temperature transfer amount.

7. The energy-constrained path planning method for a mobile inspection platform in high-altitude areas according to claim 6, characterized in that, In step S5, the joint determination of remaining energy constraints, peak traction power constraints, and battery temperature constraints includes: When the sum of the normal driving energy consumption of the candidate path segment, the estimated energy consumption of the remaining target inspection points after the candidate path segment, and the estimated energy consumption of the return trip is not greater than the value after deducting the safety margin of the return trip from the upper limit of available energy, the candidate path segment is determined to meet the remaining energy constraint. When the peak traction power demand of a candidate path segment is not greater than the short-term peak output power limit and the average power demand of the candidate path segment is not greater than the continuous output power limit, the candidate path segment is determined to meet the peak traction power constraint. When the predicted battery temperature after a candidate path segment is traversed is within the set allowable temperature range, the candidate path segment is determined to meet the battery temperature constraint. The return safety margin is obtained by multiplying the estimated energy consumption of the return path by a set safety factor. The estimated energy consumption of the return path is determined based on the normal driving energy consumption of the candidate path segment between the current position and the return point.

8. The energy-constrained path planning method for a mobile inspection platform in high-altitude areas according to claim 7, characterized in that, In step S5, determining the speed-limited passage route segment includes: When a candidate path segment meets the remaining energy constraint and battery temperature constraint, but does not meet the peak traction power constraint at the set travel speed, the travel speed of the candidate path segment is reduced according to the speed level that the inspection mobile platform controller can execute. Recalculate the peak traction power demand, average power demand, and travel time of the candidate route segment at each speed level; When there is a speed range where the recalculated peak traction power demand is not greater than the short-term peak output power limit, and the average power demand at that speed range is not greater than the continuous output power limit, the candidate path segment is marked as a speed-limited passage path segment, and the corresponding passage speed and passage time of the path segment are recorded. When multiple speed settings meet the peak traction power constraint, the speed setting with the highest passing speed will be used as the passing speed for that speed-limited passage segment.

9. The energy-constrained path planning method for a mobile inspection platform in high-altitude areas according to claim 8, characterized in that, In step S5, determining the heat recovery passage segment includes: When a candidate path segment meets the remaining energy constraint, but does not meet the peak traction power constraint due to the battery temperature not meeting the battery temperature constraint or the short-term peak output power limit being lower than the peak traction power requirement, a thermal recovery node is determined in the preceding path node of the candidate path segment. The hot recovery node is a path node that simultaneously meets the following conditions: its slope level is lower than that of the candidate path segment to be passed, it belongs to a passable area, it allows the inspection mobile platform to stay, and it has a communication status for updating path planning data. Update the battery temperature based on the ambient temperature of the thermal recovery node, the battery temperature, and the set thermal recovery duration; Update the short-term peak output power limit based on the updated battery temperature, current altitude, and battery health status. When the updated battery temperature meets the battery temperature constraint and the updated short-term peak output power limit is not less than the peak traction power requirement of the candidate path segment, the candidate path segment is marked as a thermal recovery passage path segment, and the corresponding thermal recovery node and thermal recovery duration are recorded.

10. An energy-constrained path planning system for a mobile inspection platform in high-altitude areas, applicable to the energy-constrained path planning method for a mobile inspection platform in high-altitude areas as described in any one of claims 1-9, characterized in that, include: The data acquisition module is used to acquire inspection area data, high-altitude environment data, and inspection mobile platform status data. The energy envelope generation module is used to generate a usable energy envelope at high altitudes by calling the altitude-temperature-battery status correction relationship formed by calibration test data, based on the current location altitude, ambient temperature, battery temperature, remaining power and battery health status. The available energy envelope at high altitudes includes the upper limit of available energy, the upper limit of continuous output power, and the upper limit of short-term peak output power. The path segment division module is used to divide the inspection area into multiple candidate path segments based on digital elevation data, inspection point location data, return point location data, refueling point location data, and passable area data, and to determine the path length, average slope, maximum slope, altitude range, and ground adhesion level of each candidate path segment. The constraint calculation module is used to calculate the normal driving energy consumption, peak traction power demand, and battery temperature transfer for each candidate path segment. The path segment marking module is used to jointly determine the remaining energy constraints, peak traction power constraints, and battery temperature constraints of each candidate path segment based on the available energy envelope at high altitude, and mark each candidate path segment as a passable path segment, a speed-limited passable path segment, a thermal recovery passable path segment, or an impassable path segment according to the joint determination result. The path planning module is used to construct an energy feasibility map based on passable path segments, speed-limited passable path segments, and heat recovery passable path segments, and to generate an inspection path that covers the target inspection point and meets the return safety margin based on the energy feasibility map. The residual correction module is used to obtain the energy consumption residual between the actual energy consumption and the predicted energy consumption during the inspection of the mobile inspection platform. Based on the energy consumption residual, the module corrects the energy consumption of candidate path segments with the same altitude range, the same slope level, and the same ground adhesion level. The dynamic replanning module is used to perform dynamic replanning based on the modified energy feasibility map when the remaining energy constraint, peak traction power constraint, or battery temperature constraint is not met.

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