A sanitation vehicle driving operation route trajectory planning analysis management system and method

Abstract

The present application relates to the technical field of sanitation operation, in particular to a sanitation vehicle driving operation route trajectory planning analysis management system and method. The present application generates an operation sequence chain according to the operation type and the execution relationship of the operation vehicle, and determines the predetermined driving route of each operation vehicle; combines the allocated task and the road section stay duration of each operation vehicle, calculates the time difference and the overlap degree between the expected arrival time of the post-operation vehicle and the expected completion time of the pre-operation vehicle, and then generates a synchronous trajectory planning table as a scheduling constraint after the post-operation vehicle waits for the pre-operation vehicle to complete, so as to avoid the conflict of driving route and arrival time of multiple operation vehicles in the same road section, and improve the operation efficiency.

Description

Technical Field

[0001] This invention relates to the field of sanitation operation technology, specifically to a sanitation vehicle driving route trajectory planning, analysis and management system and method. Background Technology

[0002] In urban environmental sanitation maintenance operations, it is usually necessary to dispatch various types of sanitation vehicles, such as water sprinklers, road sweepers, and washing and sweeping trucks, to carry out operations on the same road section in sequence. Existing technologies, such as Chinese invention patent publication number CN120562840A, disclose a dynamic dispatch optimization system for urban sanitation vehicles. This system collects multi-source heterogeneous operational data through a dynamic data integration module, constructs an operational feature network, and generates a core task sequence for dispatching, thereby achieving dynamic dispatching of sanitation vehicles.

[0003] For example, Chinese invention patent CN121352271A discloses an intelligent scheduling method, device and electronic equipment for electric sanitation vehicles. It generates vehicle paths through multi-source data credibility verification, spatiotemporal tensor modeling and quantum-classical hybrid solver, and performs rolling optimization in combination with model predictive control.

[0004] However, the aforementioned existing technologies have the following problems: 1. Lack of spatiotemporal path collaborative planning based on work procedures. When multiple work vehicles need to work on the same road segment, conflicts in travel routes and arrival times are likely to occur, such as the later work vehicle arriving before the previous work vehicle has finished, leading to reduced work efficiency. 2. Lack of quantitative evaluation of the actual cleaning effect of the road surface after work, making it difficult to dynamically adjust the number of subsequent work cycles based on the actual deviation in work effect, which can easily lead to a situation where the road surface remains poorly clean. Summary of the Invention

[0005] The purpose of this invention is to overcome the shortcomings of the prior art and provide a sanitation vehicle driving operation route trajectory planning, analysis and management system and method.

[0006] The technical solution adopted by the present invention to solve its technical problem is: a sanitation vehicle driving operation route trajectory planning analysis and management system, including: a planning module, used to generate an operation sequence chain and determine the predetermined driving route of each operation vehicle based on the operation type and sequential relationship of the operation vehicle.

[0007] The analysis module is used to calculate the overlap of the travel routes of different work vehicles on the same road segment and the time difference between the expected arrival time of the subsequent work vehicle and the expected completion time of the preceding work vehicle, based on the assigned tasks and road segment dwell time of each work vehicle, combined with the work sequence chain and the predetermined travel route.

[0008] The generation module is used to generate a synchronous trajectory planning table for multiple work vehicles in the work sequence chain based on the overlap and time difference, with the waiting of the subsequent work vehicle for the preceding work vehicle as the scheduling constraint.

[0009] The evaluation module is used to calculate the difference between road sections based on the dust content of the road surface before and after the operation of the work vehicle after the execution of the synchronous trajectory planning table, thereby determining the road sections with differences.

[0010] The redrawing module is used to calculate the number of additional operations for the different road segments in the next operation cycle based on the different road segments, their operation types, and the actual number of operations for the different road segments in this operation, and to regenerate the synchronous trajectory planning table.

[0011] Compared with the prior art, the present invention has the following beneficial effects: 1. The present invention generates a work sequence chain based on the work type and sequential execution relationship of the work vehicles, and determines the predetermined driving route of each work vehicle; combined with the assigned tasks and road segment dwell time of each work vehicle, it calculates the time difference and overlap between the expected arrival time of the subsequent work vehicle and the expected completion time of the preceding work vehicle, and then generates a synchronous trajectory planning table with the waiting of the subsequent work vehicle for the preceding work vehicle as the scheduling constraint, thereby avoiding conflicts in driving routes and arrival times of multiple work vehicles on the same road segment and improving work efficiency.

[0012] 2. After the synchronous trajectory planning table is executed, this invention quantifies and evaluates the actual cleaning effect of the road surface after the operation based on the dust content of the road surface before and after the operation of the work vehicle, and determines the road sections with differences. Then, based on the road sections with differences, their operation types, and the actual number of operations in the current operation of the road sections with differences, the invention calculates the number of operations to be increased for the road sections with differences in the next operation cycle, thereby realizing the dynamic adjustment of the number of operations in subsequent operation cycles and reducing the occurrence of road sections with poor road surface cleaning. Attached Figure Description

[0013] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0014] Figure 1 This is a schematic diagram of the system module connections of the present invention;

[0015] Figure 2 This is a schematic diagram of the analysis and management method of the present invention;

[0016] Figure 3 This is a schematic diagram illustrating the process of determining a predetermined driving route according to the present invention.

[0017] Figure 4A schematic diagram illustrating the process of generating a synchronous trajectory planning table for this invention;

[0018] Figure 5 This is a schematic diagram illustrating the process of calculating the number of additional jobs in this invention. Detailed Implementation

[0019] Various exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be noted that, unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the invention. Furthermore, it should be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale.

[0020] The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the invention or its application or use. Techniques, methods, and apparatus known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and apparatus should be considered part of the specification.

[0021] In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values.

[0022] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0023] The following description, in conjunction with the accompanying drawings, details the specific scheme of the sanitation vehicle driving operation route trajectory planning, analysis, and management system and method provided by the present invention.

[0024] Please see Figure 1 The diagram illustrates the module connections of a sanitation vehicle driving operation route trajectory planning and analysis management system provided by the present invention, which specifically includes: a planning module, an analysis module, a generation module, an evaluation module, and a redrawing module.

[0025] Specifically, the output of the planning module is connected to the analysis module, the output of the analysis module is connected to the generation module, the output of the generation module is connected to the evaluation module, the output of the evaluation module is connected to the rezoning module, and the output of the rezoning module is returned to the planning module.

[0026] Please see Figure 3 The planning module is used to generate a work sequence chain and determine the predetermined travel route of each work vehicle based on the work type and the sequential execution relationship of the work vehicles.

[0027] In sanitation operations, multiple vehicles of different types (water sprinkler trucks, sweepers, and washing sweepers) need to work sequentially on the same road section. If there is a lack of unified route planning and time scheduling, it will lead to path conflicts or time conflicts between the vehicles, reducing operational efficiency.

[0028] Therefore, the first step is to obtain the operation type of each vehicle. Specifically, the operation type of each vehicle is read from the central dispatch platform, which is responsible for dispatching tasks to each vehicle, recording operation status, providing time references, and storing configuration records. The operation types include watering, sweeping, and washing-sweeping. Next, the watering, sweeping, and washing-sweeping operations are configured as a sequential sequence for execution, thus establishing a sequential execution relationship where watering is performed before sweeping, and sweeping is performed before washing-sweeping.

[0029] Then, using watering, sweeping, and washing / sweeping operations as nodes, and connecting each node sequentially with directed edges according to their order of execution, all nodes and directed edges are combined into a directed graph structure, which is defined as the operation sequence chain. In the operation sequence chain, the first operation type corresponding to the operation vehicle is the watering vehicle, and the operation vehicles following the watering vehicle are the sweeping vehicle and the washing / sweeping vehicle, respectively.

[0030] Furthermore, the assigned tasks for each work vehicle are extracted from the central dispatch platform. The assigned tasks include the start time of the work vehicle when performing the current operation, all road segments that the vehicle needs to actually travel and carry out the operation, and the operation type identifier corresponding to each road segment (hereinafter referred to as the segment).

[0031] Simultaneously, road network data is exported from the municipal road GIS system. This data includes the connectivity, length, width, elevation, planar coordinates, and identifiers of each road segment. The connectivity relationships include connected and disconnected segments; connected segments are linked at the same node, while disconnected segments are not connected and have no intersection point. The length and width refer to the actual length and width of the road segment, respectively, both in meters.

[0032] Next, all road segments to be traversed by the work vehicle corresponding to the first work type in the work sequence chain are taken as the target point set; an edge is established between any two road segments that intersect; using the road segment length as the edge weight, a depth-first search combined with a branch and bound algorithm is used to enumerate all path sequences that traverse all target points. The spatial straight-line distance between two adjacent road segments in each path sequence is calculated and accumulated with the length of each road segment to obtain the total length of each path sequence; the path sequence with the smallest total length is selected as the shortest traversal path. The specific process is existing technology and will not be elaborated here.

[0033] The order of road segments traversed by the shortest traversal path is used as the predetermined travel route for the work vehicle corresponding to the first work type in the work sequence chain. Since the work vehicle corresponding to the first work type in the work sequence chain is the first one, its travel route is not affected by the work already completed by the previous work vehicles. Therefore, the predetermined travel route of the first work vehicle is also used as the base route.

[0034] Subsequently, each vehicle following the first operation type in the operation sequence chain is designated as a vehicle to be analyzed, and its operating width (in meters) is retrieved from the equipment parameter library managed by the central dispatch platform. Specifically, the operating width of a water sprinkler vehicle is the spray coverage width after the spray boom is deployed; the operating width of a sweeping vehicle is the sweeping coverage width formed when the sweeping disc rotates; and the operating width of a washing and sweeping vehicle is the coverage width when the suction nozzle and sweeping disc work together.

[0035] If the working width of the vehicle to be analyzed is greater than or equal to the working width of the previous vehicle in the work sequence chain, it means that the lateral range covered by the vehicle to be analyzed in a single pass is not less than that of the previous vehicle. The vehicle to be analyzed does not need to repeatedly pass through the road section that has been completely covered by the previous vehicle. Therefore, the road section that has been completely covered by the previous vehicle is removed from the road section to be passed by the vehicle to be analyzed. The base route after the removal operation is used as the predetermined driving route of the vehicle to be analyzed.

[0036] The rule for determining whether an operation has achieved complete coverage is as follows: If the road segment width is less than or equal to the operating width of the previous operation vehicle, then the previous operation vehicle achieves complete coverage in a single pass. If the road segment width is greater than the operating width of the previous operation vehicle, then the actual number of trips of the previous operation vehicle is read from the operation execution database of the central dispatch platform. The road segment width is divided by the operating width of the previous operation vehicle, and the result is rounded up to obtain the minimum number of trips required. If the actual number of trips is greater than or equal to the minimum number of trips required, then it is determined to be complete coverage; otherwise, it is determined to be incomplete coverage, and this road segment does not need to be removed.

[0037] If the working width of the vehicle to be analyzed is less than the working width of the previous vehicle in the work sequence chain, it means that the vehicle to be analyzed cannot completely cover the working area of ​​the previous vehicle, which may pose a risk of missed work. In this case, in order to ensure the quality of the work, the baseline route is directly used as the predetermined driving route of the vehicle to be analyzed, and subsequent vehicles will repeatedly cover the already worked area to ensure that the road surface is clean without any blind spots.

[0038] The analysis module is used to calculate the overlap of the travel routes of different work vehicles on the same road segment, and the time difference between the expected arrival time of the subsequent work vehicle and the expected completion time of the preceding work vehicle, based on the assigned tasks and road segment dwell time of each work vehicle, combined with the work sequence chain and the predetermined travel route. The analysis module specifically includes the following four steps.

[0039] Step 1: Calculate the dwell time of each work vehicle on the road segment. Specifically, read the reference speed of the work vehicle from the equipment parameter library according to the work type of the work vehicle. At the same time, read the elevation values ​​and plane coordinates of the start and end points of the road segment from the road network data, calculate the elevation difference between the start and end points, as well as the Euclidean distance between the start and end points on the plane, and divide the elevation difference by the Euclidean distance to obtain the slope of the road segment.

[0040] Furthermore, based on the road material, the corresponding range of road surface friction coefficients is retrieved from the road surface characteristic database of the municipal road GIS system. The arithmetic mean of the upper and lower limits of the road surface friction coefficient range is taken as the road surface adhesion coefficient.

[0041] Considering that urban roads are constrained by urban road engineering design specifications, the longitudinal slope of conventional road sections generally does not exceed 8% (slope is expressed as a percentage in road engineering). Within the range where the absolute value of the slope is less than or equal to 8%, the error between the sine value of the slope and the percentage value of the slope is less than 0.3%, which is an acceptable linear approximation in engineering. Therefore, this invention uses a linear approximation method to calculate the driving speed of the operating vehicle under different slopes. Based on the reference speed, the slope of the road section, and the road surface adhesion coefficient of the road section, the driving speed of the operating vehicle on the corresponding road section is calculated. The specific calculation formula is as follows: .

[0042] Where v is the speed (m / s) of the working vehicle on the corresponding road section; The reference speed is θ (m / s); θ is the slope of the road segment (percentage), with a positive value for uphill sections and a negative value for downhill sections, and the absolute value of θ is less than or equal to 8%. θ is the road surface adhesion coefficient (dimensionless). When the absolute value of θ is greater than 8%, the driving speed of the work vehicle on the corresponding road section is directly set to the minimum speed of the work vehicle to ensure driving safety and avoid the distortion of the above formula calculation.

[0043] Read the maximum and minimum speeds of the work vehicle from the equipment parameter database. If the work vehicle's speed on the corresponding road segment is greater than the maximum speed, then the maximum speed is taken as the work vehicle's speed on the corresponding road segment; if the work vehicle's speed on the corresponding road segment is less than the minimum speed, then the minimum speed is taken as the work vehicle's speed on the corresponding road segment.

[0044] Next, based on the operation type of each vehicle on each road segment, when the operation type is watering, if the road segment width is less than or equal to the spray boom width of the watering vehicle, the watering vehicle can complete the watering operation by passing through the predetermined route in one go. In this case, the length of the current road segment is divided by the speed of the vehicle on the current road segment to obtain the dwell time of the vehicle on the current road segment. The spray boom width of the watering vehicle is read from the equipment parameter library.

[0045] If the road width is greater than the width of the water sprayer boom, the water sprayer boom needs to cover the entire road width laterally to complete the watering operation. In this case, the ratio of the current road length to the speed of the water sprayer boom in the current road section is used as the single operation time. The result of dividing the road width by the width of the sprayer boom is rounded up to obtain the number of operation trips. The single operation time is multiplied by the number of operation trips to obtain the dwell time.

[0046] When the operation type is sweeping or washing, the calculation method corresponding to the above-mentioned situation where the water sprinkler truck needs to cover the entire width of the road laterally is used to obtain the dwell time of the operation truck in the current road section.

[0047] Step 2: Calculate the expected completion time of the preceding work vehicle. Specifically, iterate through the road segment markers included in the predetermined travel routes of each work vehicle. If multiple work vehicles have the same road segment marker in their respective predetermined travel routes, then this road segment is considered as the same road segment traversed by multiple work vehicles.

[0048] Next, from the multiple work vehicles passing through the same road segment, the work vehicle that is first in the work sequence chain is selected as the preceding work vehicle, and the work vehicle that is last in the sequence is selected as the following work vehicle. The work start time is extracted from the assigned tasks of the preceding work vehicle as the preceding departure time.

[0049] Among them, the water sprinkler truck starts operating earlier than the sweeper truck, and the sweeper truck starts operating earlier than the wash-sweep truck.

[0050] Then, starting from the lead vehicle, trace back along the work sequence chain to find all the work vehicles corresponding to the work types performed before the lead vehicle. The lead vehicle is either a water spraying vehicle, a sweeping vehicle, or a washing and sweeping vehicle. Extract the dwell time of all segments along the predetermined route for each found work vehicle and sum them up to obtain a cumulative value. Add the cumulative value to the departure time of the lead vehicle to obtain the expected arrival time of the lead vehicle at the same road segment.

[0051] If the preceding work vehicle is a water spraying vehicle, and there are no other work vehicles before it, the cumulative value is zero, and the departure time of the preceding work vehicle is the expected arrival time of the preceding work vehicle to the same road segment.

[0052] Then, the expected arrival time of the front-end work vehicle on the same road segment is added to the dwell time of the front-end work vehicle on the same road segment to obtain the expected completion time of the front-end work vehicle on the same road segment, i.e., the expected completion time of the front-end work vehicle.

[0053] Step 3: Calculate the expected arrival time of the follow-up work vehicle. Specifically, extract the work start time from the assigned tasks of the follow-up work vehicle as its departure time. The work start time of the follow-up work vehicle is later than that of the preceding work vehicle.

[0054] Based on the job sequence chain, starting from the downstream job vehicle, the process traces back to the beginning of the job sequence chain to find all job vehicles corresponding to the job types performed before the downstream job vehicle; where the downstream job vehicle is either a sweeping job vehicle or a washing and sweeping job vehicle. The dwell time of each job vehicle on all segments of its predetermined route is calculated and summed to obtain a cumulative value. This cumulative value is then added to the departure time of the downstream job vehicle to obtain the expected arrival time of the downstream job vehicle on the same road segment, i.e., the expected arrival time of the downstream job vehicle.

[0055] Step 4: Calculate the overlap and time difference. Specifically, subtract the expected completion time of the front work vehicle from the expected arrival time of the rear work vehicle to obtain the time difference.

[0056] If the time difference is greater than or equal to zero, it means that the rear work vehicle will not arrive before the completion time of the front work vehicle. At this time, it is determined to be a safe state, and the overlap is set to zero.

[0057] If the time difference is less than zero, it means the subsequent work vehicle arrives earlier than the preceding work vehicle at its completion time. This is considered a conflict state, and the ratio of the absolute value of the time difference to the dwell time of the preceding work vehicle on the same road segment is used as the overlap degree. If the dwell time of the preceding work vehicle on the same road segment is zero, it means the preceding work vehicle does not need to stop and work on this segment, and the subsequent work vehicle has no waiting constraints. This is directly considered a safe state, and the overlap degree is set to zero. Afterwards, the overlap degree is associated with the corresponding road segment identifier and stored in the work execution database.

[0058] Overlap is used to characterize the degree of time pressure in a conflict state. The greater the overlap, the higher the risk of scheduling conflict and the longer the waiting time required.

[0059] Please see Figure 4 The generation module is used to generate a synchronous trajectory planning table for multiple work vehicles in the work sequence chain based on the overlap and time difference.

[0060] To ensure the orderly operation of multi-vehicle collaborative work, when generating the synchronous trajectory planning table, the scheduling constraint should be that the subsequent work vehicle waits for the preceding work vehicle to complete its work.

[0061] The specific generation process is as follows: When the time difference is greater than or equal to the time difference, the rear work vehicle does not need to wait and can directly enter the work area according to the original predetermined route. When the time difference is less than zero, it means that the rear work vehicle has arrived too early and needs to wait for the front work vehicle to complete. In this case, the waiting method is determined according to the degree of overlap.

[0062] The specific determination process is as follows: If the overlap is less than or equal to one, the subsequent work vehicle will proceed slowly towards the corresponding road segment, reducing waiting time during the journey so that the preceding work vehicle has completed its work by the time the subsequent work vehicle arrives, allowing for direct connection and entry. If the overlap is greater than one, the departure time of the subsequent work vehicle on the same road segment will be updated to the expected completion time of the preceding work vehicle on the same road segment. The subsequent work vehicle will then park in the designated waiting area and will not be allowed to enter the road segment where the work has not yet been completed. It will wait for the preceding work vehicle to complete its work before entering the corresponding road segment to avoid work conflicts.

[0063] Then, based on the work sequence chain and the updated subsequent departure time, the expected arrival time of the subsequent work vehicle to each subsequent road segment is calculated sequentially, following the same procedure as in step three above. Here, each subsequent road segment refers to a segment of the subsequent work vehicle's planned route that follows the current road segment.

[0064] If there is no road segment following the current road segment in the predetermined travel route of the rear-mounted work vehicle, it means that the work task of the rear-mounted work vehicle has ended, and the calculation ends at this time, and no further calculation is required.

[0065] Subsequently, the expected arrival time of the front-end work vehicle at each road segment, the expected completion time of the front-end work vehicle at each road segment, and the expected arrival time of the rear-end work vehicle at each subsequent road segment are recorded as independent time records, and all time records are inserted into an empty time record table. Each record includes a time value, the work type of the work vehicle, the event type, the road segment identifier, and the corresponding overlap. Event categories include arrival events indicating that the work vehicle has arrived at a certain road segment and completion events indicating that the work vehicle has completed the work on a certain road segment.

[0066] Next, sort all time records in ascending order of time value; for time records with the same time value, sort them in order according to the rule that the preceding work vehicle goes before the following work vehicle and the arrival event goes before the completion event; output the sorted time records line by line to form a synchronous trajectory planning table.

[0067] The evaluation module is used to calculate the difference between road sections based on the dust content of the road surface before and after the operation of the work vehicle after the execution of the synchronous trajectory planning table, thereby determining the road sections with differences.

[0068] The central dispatch platform issues control commands according to the synchronized trajectory planning table, and all work vehicles complete the current task according to the synchronized trajectory planning table. The complete operation process from the issuance of control commands by the central dispatch platform to the completion of the predetermined travel route and return by all work vehicles constitutes one operation cycle.

[0069] After the synchronous trajectory planning table is executed, in order to evaluate the operation effect and identify areas with insufficient cleaning, the road sections that need to be focused on are determined by the changes in the dust content of the road surface.

[0070] Specifically, the time period from the first time a work vehicle enters a road segment to the first time it leaves the road segment is defined as the pre-operation sampling period; the time period from the last work vehicle entering the road segment to the last time it leaves the road segment is defined as the post-operation sampling period.

[0071] During the pre-operation sampling period, dust concentration values ​​are continuously collected twice per second by a dust concentration sensor installed at the bottom of the vehicle's front. The arithmetic mean of all sampled values ​​is calculated as the dust content (grams per square meter) of the road surface before operation. During the post-operation sampling period, the target sensor is determined based on the position of the vehicle's execution end. The dust content of the road surface after operation is calculated similarly based on the data continuously collected by the target sensor.

[0072] The process of determining the target sensor is as follows: For water spraying operations with the actuator located at the rear of the vehicle, the dust generated after the operation is mainly concentrated at the rear of the vehicle, so the dust concentration sensor installed at the bottom of the rear of the vehicle is used as the target sensor; For sweeping and washing vehicles with the actuator located under the vehicle frame, the working area is concentrated in the lower middle section of the vehicle, so the dust concentration sensor installed in the middle of the vehicle frame is used as the target sensor.

[0073] For the same road segment that has undergone watering, sweeping, and washing operations in succession, the dust content of the road surface after the last type of operation is taken as the dust content of the road segment after the operation.

[0074] Then, for each road segment, the dust content of the road surface before the operation is subtracted from the dust content after the operation to obtain the dust reduction value. The larger the dust reduction value, the better the cleaning effect of the road segment. At the same time, the road level of each road segment is read from the municipal road GIS system, including main roads, secondary roads, and local roads. The maximum allowable dust content limit for a single operation for the corresponding road level is read from the road cleaning standard document of the environmental management department as the preset content threshold.

[0075] If the dust reduction value is less than or equal to the preset threshold, it indicates that the cleaning effect of this road section has not met the requirements, and this road section is recorded as a differential road section. If the dust reduction value is greater than the preset threshold, it indicates that the cleaning effect of this road section has met the requirements, and this road section is recorded as a non-differential road section.

[0076] Please see Figure 5 The redrawing module is used to calculate the number of additional operations for the different road segments in the next operation cycle based on the different road segments and their operation types, the actual number of operations for the different road segments in this operation, and to regenerate the synchronous trajectory planning table.

[0077] For road sections with poor cleaning results, the intensity of the cleaning work needs to be increased in the next work cycle to make up for the shortcomings of the current work. Therefore, based on the road sections with poor cleaning results, their work types, and the actual number of times the work was carried out on the road sections with poor cleaning results in the current work cycle, the number of additional work sessions required for the road sections with poor cleaning results in the next work cycle is calculated.

[0078] Specifically: Calculate the difference between the preset content threshold and the dust content reduction value, and record it as the cleaning deviation. If the cleaning deviation is equal to zero, its integer part is zero; if the cleaning deviation is greater than zero and less than one, its integer part is zero; if the cleaning deviation is equal to one, its integer part is one; if the cleaning deviation is greater than one, the integer part of the cleaning deviation is directly taken. Add one to the integer part as the baseline number of operations to ensure that the road section receives at least one operation.

[0079] At the same time, the total number of times the different road sections were operated by each operation vehicle within the current operation cycle is read from the operation execution database, and this number is taken as the actual number of operations on the different road sections within the current operation cycle.

[0080] Then, subtract the actual number of operations for each different road segment within the current operation cycle from the baseline number of operations. If the result is equal to or less than zero, it means that no additional operations are needed, and the additional number of operations for the different road segments in the next operation cycle is set to zero. If the result is greater than zero, the result is directly used as the additional number of operations for the different road segments in the next operation cycle.

[0081] Subsequently, based on the increased number of operations and the operation types of each different road segment, a corresponding number of operation vehicles of the same operation type are added to each different road segment in the operation sequence chain. The newly added operation vehicles are arranged after the original operation vehicles of this operation type. Then, the process of the planning module, analysis module and generation module is re-executed to regenerate the synchronous trajectory planning table to guide the operation of the next operation cycle.

[0082] If the number of additional operations on the same road segment with differences is greater than zero in two consecutive operation cycles and the dust reduction value does not decrease, an abnormal alarm will be triggered, notifying maintenance personnel to check the road conditions or the status of the operation vehicle in this road segment with differences.

[0083] Please see Figure 2 A method for planning, analyzing and managing the driving routes of sanitation vehicles includes the following steps: S1, generating a work sequence chain and determining the predetermined driving routes of each work vehicle based on the work type and sequential execution relationship of the work vehicle.

[0084] S2. Based on the assigned tasks and dwell time of each work vehicle, combined with the work sequence chain and the predetermined driving route, calculate the overlap of the driving routes of different work vehicles on the same road segment, and the time difference between the expected arrival time of the subsequent work vehicle and the expected completion time of the preceding work vehicle.

[0085] S3. Based on the overlap and time difference, and taking the waiting of the subsequent work vehicle for the completion of the preceding work vehicle as the scheduling constraint, generate a synchronous trajectory planning table for multiple work vehicles in the work sequence chain.

[0086] S4. After the synchronous trajectory planning table is executed, the difference between the dust content on the road surface before and after the operation of the work vehicle is calculated for each road segment, and the difference road segments are determined accordingly.

[0087] S5. Based on the different road segments and their operation types, as well as the actual number of operations for the different road segments in this operation, calculate the additional number of operations for the different road segments in the next operation cycle, and regenerate the synchronous trajectory planning table.

[0088] The above embodiments can be implemented, in whole or in part, by software, hardware, firmware, or any other combination thereof. When implemented using software, the above embodiments can be implemented, in whole or in part, in the form of a computer program product.

[0089] Those skilled in the art will recognize that the modules and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0090] In addition, the functional modules in the various embodiments of the present invention can be integrated into one processing module, or each module can exist physically separately, or two or more modules can be integrated into one module.

[0091] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

[0092] Finally, the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A sanitation vehicle driving route trajectory planning, analysis, and management system, characterized in that, include: The planning module is used to generate a work sequence chain and determine the predetermined travel route of each work vehicle based on the work type and the sequential relationship of the work vehicles. The analysis module is used to calculate the overlap of the travel routes of different work vehicles on the same road segment and the time difference between the expected arrival time of the subsequent work vehicle and the expected completion time of the preceding work vehicle, based on the assigned tasks and road segment dwell time of each work vehicle, combined with the work sequence chain and the predetermined travel route. The generation module is used to generate a synchronous trajectory planning table for multiple work vehicles in the work sequence chain based on the overlap and time difference, with the waiting time for the preceding work vehicle to complete the work vehicle as the scheduling constraint. The evaluation module is used to calculate the difference between road sections based on the dust content of the road surface before and after the operation of the work vehicle after the execution of the synchronous trajectory planning table, and to determine the road sections with differences. The redrawing module is used to calculate the number of additional operations for the different road segments in the next operation cycle based on the different road segments, their operation types, and the actual number of operations for the different road segments in this operation, and to regenerate the synchronous trajectory planning table.

2. The sanitation vehicle driving route trajectory planning, analysis and management system according to claim 1, characterized in that, The process of generating the job sequence chain and determining the predetermined travel route is as follows: The operation types include watering, sweeping, and washing and sweeping; the watering, sweeping, and washing and sweeping operations are configured as an operation sequence to be executed sequentially, wherein the watering operation is performed before the sweeping operation, and the sweeping operation is performed before the washing and sweeping operation; Using the type of operation as the node and the sequential execution relationship as the directed edge, construct an operation sequence chain from the watering operation node to the sweeping operation node, and from the sweeping operation node to the washing and sweeping operation node; Extract the assigned work tasks for each work vehicle, including the road sections that each work vehicle needs to traverse; Based on the work sequence chain, and according to the connectivity and length of each road segment in the road network data, the shortest traversal path covering all corresponding road segments to be traversed is planned for the work vehicle corresponding to the first work type, which is used as the predetermined driving route and simultaneously recorded as the baseline route. Each work vehicle after the first work type in the work sequence chain is recorded as a work vehicle to be analyzed. If the work width of the work vehicle to be analyzed is greater than or equal to the work width of the previous work vehicle, the road segment that has been completely covered by the previous work vehicle in the baseline route is removed from the road segment to be passed by the work vehicle to be analyzed, and the predetermined driving route of the work vehicle to be analyzed is obtained. Otherwise, the baseline route is directly used as the predetermined driving route for the vehicle to be analyzed.

3. The sanitation vehicle driving route trajectory planning and analysis management system according to claim 2, characterized in that, The calculation process for the expected completion time of the pre-positioning work vehicle is as follows: From multiple work vehicles passing through the same road section, select the work vehicle that is first in the work sequence chain as the front work vehicle, and the work vehicle that is last in the sequence as the rear work vehicle. Extract the start time of the assigned tasks from the front-end work vehicle and use it as the departure time of the front-end work vehicle; Based on the work sequence chain, calculate the cumulative dwell time of each work vehicle corresponding to each road segment before the preceding work vehicle, add the cumulative value to the departure time of the preceding work vehicle, and obtain the expected arrival time of the preceding work vehicle to the same road segment. Add the expected arrival time of the front-end vehicle to the same road segment to the dwell time of the front-end vehicle on the same road segment to obtain the expected completion time of the front-end vehicle on the same road segment, i.e., the expected completion time of the front-end vehicle.

4. The sanitation vehicle driving route trajectory planning, analysis and management system according to claim 3, characterized in that, The calculation process for the expected arrival time of the rear-mounted work vehicle is as follows: Extract the start time of the assigned tasks from the rear-mounted work vehicle and use it as the departure time of the rear-mounted work vehicle; Based on the work sequence chain, the cumulative dwell time of each work vehicle corresponding to each road segment before the subsequent work vehicle is calculated. The cumulative value is added to the departure time of the subsequent work vehicle to obtain the expected arrival time of the subsequent work vehicle to the same road segment, that is, the expected arrival time of the subsequent work vehicle.

5. A sanitation vehicle driving route trajectory planning, analysis, and management system according to claim 3 or 4, characterized in that, The calculation process for overlap is as follows: The time difference is obtained by subtracting the expected completion time of the front work vehicle from the expected arrival time of the rear work vehicle; if the time difference is greater than or equal to zero, the overlap is set to zero. If the time difference is less than zero, the ratio of the absolute value of the time difference to the dwell time of the preceding work vehicle on the same road segment is used as the degree of overlap.

6. The sanitation vehicle driving route trajectory planning and analysis management system according to claim 2, characterized in that, The calculation process for the duration of stay is as follows: Based on the operation type of each vehicle on each road segment, when the operation type is watering, the dwell time of the vehicle on the current road segment is calculated according to the length of the current road segment and the speed of the vehicle on the current road segment. When the operation type is sweeping or washing, the dwell time of the operation vehicle in the current road segment is calculated based on the length and width of the current road segment, the working width of the operation vehicle, and the speed of the operation vehicle in the current road segment. The driving speed is determined based on the type of work vehicle, the slope of the current road section, and the road surface adhesion coefficient.

7. The sanitation vehicle driving route trajectory planning and analysis management system according to claim 4, characterized in that, The process of generating the synchronous trajectory planning table is as follows: When the time difference is less than zero and the overlap is greater than one, the departure time of the rear work vehicle on the same road segment is updated to the expected completion time of the front work vehicle on the same road segment. Based on the work sequence chain and the updated subsequent departure time, the expected arrival time of the subsequent work vehicle to each subsequent road segment is calculated sequentially. Arrange the expected arrival times of the front-end work vehicle to each road segment, the expected completion times of the front-end work vehicle to each road segment, and the expected arrival times of the rear-end work vehicle to each subsequent road segment in chronological order to generate a synchronous trajectory planning table.

8. The sanitation vehicle driving route trajectory planning and analysis management system according to claim 1, characterized in that, The process for determining the different road sections is as follows: After the synchronous trajectory planning table is executed, the dust content of the road surface before and after each operation of each vehicle on each section of its predetermined driving route is obtained. For each road segment, the dust content of the road surface before the operation is subtracted from the dust content of the road surface after the operation to obtain the dust reduction value. When the dust content reduction value is less than or equal to the preset content threshold, this road segment is recorded as a differential road segment.

9. A sanitation vehicle driving route trajectory planning, analysis, and management system according to claim 8, characterized in that, The calculation process for increasing the number of assignments is as follows: Calculate the difference between the preset content threshold and the dust content reduction value, and record it as the cleaning deviation. Extract the integer part of the cleaning deviation for each road segment with discrepancies, and add one to the integer part to obtain the baseline number of operations; Subtract the actual number of operations for each different road segment during the current operation cycle from the baseline number of operations to obtain the additional number of operations for each different road segment in the next operation cycle. Based on the increased number of operations and the operation types of each different road segment, add a corresponding number of operation trips of the same operation type to each different road segment in the operation sequence chain.

10. A method for planning, analyzing, and managing the trajectory of sanitation vehicle operating routes, characterized in that, Includes the following steps: Based on the type of work and the order of execution of the work vehicles, a work sequence chain is generated and the predetermined travel route of each work vehicle is determined; Based on the assigned tasks and dwell time of each work vehicle, combined with the work sequence chain and the predetermined driving route, calculate the overlap of the driving routes of different work vehicles on the same road segment, and the time difference between the expected arrival time of the subsequent work vehicle and the expected completion time of the preceding work vehicle. Based on overlap and time difference, and taking the waiting of the subsequent work vehicle for the preceding work vehicle as the scheduling constraint, a synchronous trajectory planning table is generated for multiple work vehicles in the work sequence chain. After the synchronous trajectory planning table is executed, the difference between the dust content on the road surface before and after the operation of the work vehicle is calculated for each road segment to determine the road segments with differences. Based on the different road sections and their operation types, as well as the actual number of operations performed on the different road sections in this operation, calculate the additional number of operations for the different road sections in the next operation cycle, and regenerate the synchronous trajectory planning table.

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