Travel path planning method for construction machinery and related device

Abstract

The present application provides a travel path planning method for construction machinery and a related device. In view of the characteristics of poor passing ability of construction machinery, global path planning is first performed, then the global path is split to obtain local paths, and path feasibility verification is performed on the local paths. Feasibility verification can verify the passing ability of the construction machinery specifically for the local paths on the basis of the characteristics of the construction machinery. When the verification is passed, the path is adaptively adjusted on the basis of problems found in the verification so as to obtain a more reliable travel path.

Description

Construction machinery travel path planning method and related equipment

[0001] This application claims priority to Chinese patent application No. 202311277634.7 filed on September 28, 2023, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the technical field of engineering machinery, and in particular to a method for planning a travel path of engineering machinery and related equipment. Background Art

[0003] With the development of science and technology, the technology of driving route planning has become more and more mature. From the past of being able to plan routes based only on offline maps, it has now been able to plan the optimal driving route in real time based on real-time traffic conditions.

[0004] However, the development of vehicle path planning has not yet specifically targeted construction machinery. Compared to ordinary cars, construction machinery is larger and more irregular in shape. As a result, their maneuverability is far lower than that of ordinary cars. Currently, there are no dedicated path planning methods for construction machinery. Using the same path planning methods for ordinary cars to plan a path for construction machinery does not guarantee that the machine will reach its destination along the planned route. Technical issues

[0005] In view of this, the embodiments of the present application are dedicated to providing a method for planning a travel path for construction machinery and related equipment to solve the technical problem that there is no dedicated travel path planning method for construction machinery in the prior art. Technical Solutions

[0006] A first aspect of an embodiment of the present application provides a method for planning a travel path for construction machinery, comprising:

[0007] Performing global path planning to obtain a global path of the engineering machine, where the global path is at least one route connecting a departure point of the engineering machine and a destination of the engineering machine;

[0008] Splitting the global path to obtain at least three local paths, wherein the at least three local paths include a starting local path, an ending local path, and at least one intermediate path;

[0009] The local paths are post-processed and the post-processed local paths are spliced ​​to obtain a final travel path of the engineering machinery, wherein the post-processing includes path feasibility verification and path adaptability adjustment.

[0010] In one embodiment, the path feasibility verification includes:

[0011] Obtaining a starting direction and an ending direction of travel of the engineering machinery;

[0012] Based on the partial paths and the starting travel direction, it is verified whether the travel direction of the engineering machine after completing travel along all the partial paths is the same as the end travel direction.

[0013] In one embodiment, the engineering machinery travel path planning method further includes:

[0014] Acquiring environmental data of the local path, where the environmental data reflects a spatial relationship between the local path and surrounding objects;

[0015] A three-dimensional model of the local path is established based on the environmental data.

[0016] In one embodiment, the path feasibility verification includes:

[0017] Based on the three-dimensional model, it is verified whether the engineering machine collides with the local paths and surrounding objects during the driving process along all the local paths.

[0018] In one embodiment, the path adaptive adjustment includes:

[0019] A smoothing adjustment is performed on the position where the traveling direction changes in the local path to obtain a local path with a smooth trajectory.

[0020] In one embodiment, the path feasibility verification and path adaptability adjustment include:

[0021] Acquire a shift point on the local path, where the shift point is a special terrain located on the local path, and the special terrain includes a steep slope and a parking point;

[0022] The shift point is marked on the local path, and the marking content includes the shift point name, special terrain type and travel direction.

[0023] In a second aspect, an embodiment of the present application provides a device for planning a travel path for construction machinery, comprising:

[0024] a global path planning unit, configured to perform global path planning and obtain a global path of the engineering machine, wherein the global path is at least one route connecting a departure point of the engineering machine and a destination of the engineering machine;

[0025] a splitting unit, configured to split the global path to obtain at least three local paths, wherein the at least three local paths include a starting local path, an ending local path, and at least one intermediate path;

[0026] A post-processing unit is used to post-process the local paths, splice the post-processed local paths, and obtain the final travel path of the engineering machinery. The post-processing includes path feasibility verification and path adaptability adjustment.

[0027] In a third aspect, an embodiment of the present application provides a device for planning a travel path for engineering machinery, including a memory and a processor;

[0028] The memory is connected to the processor and is used to store programs;

[0029] The processor is used to implement the engineering machinery travel path planning method as described in the first aspect by running the program in the memory.

[0030] In a fourth aspect, an embodiment of the present application provides a truck crane, comprising a controller;

[0031] The controller is used to execute the engineering machinery travel path planning method as described in the first aspect. Beneficial effects

[0032] This application provides a method for planning a path for construction machinery. To address the poor maneuverability of construction machinery, a global path planning process is first performed. The global path is then split into local paths, and the feasibility of these local paths is verified. This feasibility verification allows the ability of the construction machinery to be specifically verified for the local paths based on their characteristics. After verification, the path is adaptively adjusted based on any issues identified during the verification process to achieve a more reliable path. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are merely embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without any creative work.

[0034] FIG1 is a schematic diagram showing a flow chart of a method for planning a travel path for construction machinery according to an embodiment of the present application;

[0035] FIG2 is a schematic structural diagram of a device for planning a travel path for construction machinery according to an embodiment of the present application;

[0036] FIG3 is a schematic structural diagram of a construction machinery travel path planning device in an embodiment of the present application. Modes for Carrying Out the Invention

[0037] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0038] This application is mainly used for path planning of construction machinery. In practical applications, construction machinery may need to plan its travel path in a variety of different situations. For example, when the construction site is relatively chaotic, with a large amount of construction materials piled up or obstacles blocking the way, it is necessary to plan the route of the construction machinery within the construction site; or when the construction machinery needs to be transferred from one construction site to another, it is necessary to plan the transfer path of the construction machinery.

[0039] The first embodiment of the present application provides a method for planning a travel path for an engineering machine, as shown in FIG1 , including:

[0040] Step 101: Perform global path planning to obtain a global path of the construction machinery. The global path is at least one route connecting a departure point and a destination of the construction machinery.

[0041] Since path planning is required in many situations in practical applications, the method of global path planning also needs to be adjusted according to the actual situation.

[0042] Let's take an example of a practical application scenario. For example, if the construction machinery is only moving within the construction site, or entering the work position at the construction site from the construction site entrance, the construction machinery will only move within the construction site. In this case, it is necessary to obtain the distribution of obstacles within the construction site and perform path planning within the construction site. This can be done by selecting one of the following algorithms: A* algorithm, D* algorithm, RRT algorithm, or an improved algorithm of the above three algorithms, and then performing path planning based on the selected algorithm to obtain a global path. The map used in the approach algorithm can be rasterized, and subsequent calculations only need to read the rasterized storage map, which can speed up the calculation efficiency. For rasterized map data, the path growth cost function can be set according to the approach path requirements. The cost value of each grid is calculated by comprehensively considering multiple factors and weighting, and the optimal grid path is found, and the fitted global path is initially returned.

[0043] Let's take another practical application as an example, such as the transfer of construction machinery between different construction sites. The difference between this situation and the application situation mentioned above is that the path of the construction machinery can be divided into three sections: the path leaving the first construction site - the middle path - the path entering the second construction site, and the middle path is generally a standard road such as a highway, and there are generally no factors that hinder driving on the road. Therefore, when performing global path planning, it is necessary to obtain a detailed understanding of the distribution of obstacles in the first and second construction sites, but the middle path can be simplified, for example, by directly planning with the help of existing maps, or even directly connecting to an existing navigation system.

[0044] A global path is at least one route connecting the construction machine's departure point and destination, including at least one Reeds-Shepps path (the path with the shortest theoretical travel distance). The Reeds-Shepps path receives the highest processing priority during subsequent splitting and post-processing steps. The remaining paths serve as backup routes if the Reeds-Shepps path fails validation.

[0045] In one embodiment, the method for finding the Reeds-Shepps path is to establish a kinematic model of engineering machinery, set multiple single-step growth paths and appropriate step lengths, set appropriate growth parameters to calculate and obtain the global path. The above steps can improve the efficiency of path planning and increase the probability of finding the Reeds-Shepps curve path.

[0046] Step 102: Split the global path to obtain at least three local paths, where the at least three local paths include a starting local path, an ending local path, and at least one intermediate path.

[0047] Splitting the global path obtained in the previous step can also be understood as cutting each global path. Each global path will be divided into at least three local paths.

[0048] When splitting, it is necessary to select the basis for splitting according to the actual application situation. Take the case of the transfer of construction machinery between different construction sites in step 101 as an example again. In this case, a relatively simple splitting method is to use the path leaving the first construction site as the starting segment path, the path traveling on the standard road as the middle segment path, and the path entering the second construction site as the terminal segment path. The basis for the above splitting is that the focus of the passability of construction machinery at the construction site and the standard road is different. When construction machinery is traveling in the construction site, it generally pays attention to issues such as vehicle length, height, turning radius and collision with irregular obstacles, while construction machinery on the standard road mainly pays attention to issues such as speed limit, height limit, weight limit and vehicle type restriction of the standard road. Splitting the paths with different focus above will help to conduct targeted passability verification for different paths respectively.

[0049] Step 103 : Post-process the local paths, and splice the post-processed local paths to obtain the final travel path of the engineering machinery. The post-processing includes path feasibility verification and path adaptability adjustment.

[0050] After the path splitting is completed, the local paths are post-processed. Post-processing includes path feasibility verification, but the content of the path feasibility verification is different for different local paths. For example, as illustrated in the example of step 102, for the case where the construction machinery is transferred between different construction sites and the global path is split into three segments, the feasibility verification of the local path of the starting segment and the local path of the terminal segment may include verifying whether the construction machinery can complete the turn at each turn based on the length of the vehicle body. The feasibility verification of the middle segment path may include querying the steep slope angle in the middle segment path and whether the construction machinery can travel at the steep slope angle.

[0051] Then, adaptive adjustments are made to the verified paths. This adaptive adjustment can include two parts. The first part is to remove inaccessible paths and retain feasible paths. If any local path obtained by splitting the global Reeds-Shepps path fails feasibility verification in this step, other backup paths need to be considered for post-processing. The second part is to optimize the feasible paths. The optimization direction can be to increase the visibility of the path or increase the driving information of the path.

[0052] The second embodiment of the present application further defines the engineering machinery travel path planning method in the first embodiment in more detail and specificity. Some or all of the technical features of the second embodiment can be combined with or replaced with the first embodiment, either individually or in combination, to obtain a wider variety of feasible engineering machinery travel path planning methods. The following is a detailed description of the engineering machinery travel path planning method in the second embodiment of the present application:

[0053] In one embodiment, the path feasibility verification includes: obtaining a turning radius of the engineering machine; and verifying, based on the turning radius, whether the engineering machine can change direction at a location where the traveling direction changes in the local path.

[0054] The locations where the direction of travel changes within a local path can be more generally understood as "turns." That is, the method provided in this embodiment can detect turns within a path, thereby preventing construction machinery from being unable to navigate the turns. The method in this embodiment is often used for feasibility verification in scenarios such as construction sites.

[0055] In this embodiment, the turning radius can be used to quickly and conveniently verify the ability of a construction machine to navigate a curve. If the construction machine's minimum turning radius is greater than the maximum allowable turning radius for a curve in the path, the construction machine cannot navigate the curve, and the path surrounding the curve is untraversable. Furthermore, a model can be established based on properties such as the length and width of the construction machine and the road width to more accurately verify the construction machine's ability to navigate the curve.

[0056] In one embodiment, the path feasibility verification includes: obtaining the starting travel direction and the terminal travel direction of the engineering machinery; and verifying whether the travel direction of the engineering machinery after completing the travel along all local paths is the same as the terminal travel direction based on the local paths and the starting travel direction.

[0057] Construction machinery requires the correct orientation (posture) to work properly. For example, a loader has a bucket. If the loader enters the final working position with the rear end facing the material, and there is no space at the final position for a U-turn, the loader bucket will not be able to scoop up the material to work.

[0058] It's important to note that the construction machine's starting direction is fixed, while the final direction is the desired direction upon arrival. Therefore, it's necessary to simulate the construction machine's direction after completing all local paths and verify whether this direction is identical to the final direction. If so, the route passes verification. If not, the route passes verification. If so, the destination space allows the construction machine to perform a pivoting turn, adaptively adjusting the path by adding a pivoting path at the destination. If the destination space does not allow the construction machine to perform a pivoting turn, the feasibility verification for that path fails.

[0059] It should be noted that the above descriptions are all based on normal driving, that is, the driving method in conventional cognition that "the direction the driver faces in the cab is the same as the direction of travel of the construction machinery". If the construction machinery uses a special driving method, for example, the direction the construction machinery driver faces in the cab is opposite to the direction of travel of the construction machinery, the driver actually drives the construction machinery through the rearview mirror, or directly turns his head to observe the situation. At this time, it is similar to the "reversing" situation of an ordinary car, or the cab orientation design of the construction machinery itself is opposite to the most commonly used direction of travel of the construction machinery, then further adaptive adjustments need to be made according to actual conditions. For example, additional provisions should be made for the above driving method to always use the direction the construction machinery driver faces in the cab as the "forward direction" and describe it to avoid direction confusion problems.

[0060] The construction machinery's starting and ending directions, or its heading angles at the starting and ending points, can also be used to split the global path. For example, to verify the starting and ending directions of a construction machinery, even if the machinery is only moving within a single construction site, the global path needs to be divided into three segments, and the direction of travel needs to be verified on the local path of the final segment.

[0061] In one embodiment, the method for planning a travel path for construction machinery further includes: acquiring environmental data of a local path, the environmental data reflecting the spatial relationship between the local path and its surrounding objects; and establishing a three-dimensional model of the local path based on the environmental data.

[0062] It should be noted that the methods described in this embodiment and in the first embodiment can all be processed using 2D processing. For example, to verify the direction of travel of a construction machine, a planar model can be created in which the construction machine is simplified into a rectangle, with one end of the rectangle marked as the vehicle's front end. After the rectangle reaches the destination along the path, the direction of travel of the construction machine at the destination can be determined by observing the position of the rectangle's mark.

[0063] In this alternative embodiment, environmental data is collected to create a 3D model of the local path, facilitating further verification of the construction machine's ability to navigate. For example, the 3D model can record uneven terrain and steep slopes within the path. Combined with the power available to the construction machine, it can be verified whether the construction machine can navigate these areas.

[0064] Of course, in some cases, it is somewhat redundant to establish a model of the global path of construction machinery. For example, when construction machinery is transferred between different construction sites, the distance traveled by construction machinery on standard roads is generally longer and there is less risk of collision with obstacles. When establishing a three-dimensional model of a standard road, it will be difficult to obtain data and it will take up a lot of resources. It is not recommended to perform three-dimensional modeling of the standard road section. Therefore, in this case, it is only necessary to establish a three-dimensional model of the local path where the two construction sites are located.

[0065] In one embodiment, a 3D model is established by acquiring high-resolution aerial imagery of a localized path using drone digital aerial photography, generating a 3D real-world model, and placing construction machinery. Based on the 3D real-world model, a point cloud map is generated and obstacle information is extracted. During model establishment, the map's starting range is set in a stepped fashion. Different axial boundary ranges are set based on the linear distance from the starting point. The maximum and minimum values ​​of the boundary ranges must not exceed the maximum and minimum values ​​of the map boundaries. Optimized boundary range coefficients are set to reduce model establishment time.

[0066] In one embodiment, the path feasibility verification includes: verifying, based on the three-dimensional model, whether the engineering machine collides with the local paths and surrounding objects during the driving process along all local paths.

[0067] After the 3D model is established, the 3D model can be used to verify whether the construction machinery will collide with obstacles while traveling along the planned path. The method of this optional embodiment is of great significance for verifying the feasibility of the path of the construction machinery on the construction site.

[0068] In one embodiment, the adaptive adjustment of the path includes: smoothing the position where the traveling direction changes in the local path to obtain a local path with a smooth trajectory.

[0069] The purpose of adaptive path adjustment in this embodiment is to enhance path visibility. The global path obtained by the algorithm is generally a line connecting multiple path points, resulting in a broken path. Further segmentation of the resulting local paths also does not adjust the path shape. Therefore, smoothing locations such as turns within the local paths can make the path more closely match the actual driving trajectory and enhance path visibility.

[0070] Interpolation and fitting can be used to easily achieve smoothing adjustments. For example, by selecting a discrete point spacing step size, the discrete points can be interpolated using piecewise splines to create a smooth trajectory. Specifically, you can choose to smooth the adjustment using polynomial piecewise spline interpolation, quintic polynomial interpolation, or B-spline fitting and interpolation.

[0071] In one embodiment, path feasibility verification and path adaptability adjustment include: obtaining a shift point on a local path, where the shift point is a special terrain located on the local path, and the special terrain includes a steep slope and a parking point; marking the shift point on the local path, and the marking content includes the shift point name, the special terrain type, and the direction of travel.

[0072] In this embodiment, the shift points are those that require special reminders. For example, if a construction machine needs to reverse at its destination, as reversing may cause the path trajectory to overlap and affect the driver's understanding of the route, the shift points can be marked to remind the driver to shift into reverse gear to help the driver understand the route plan. Alternatively, on steep slopes, the driver can be prompted to change power gears in a timely manner to prevent the construction machine from running out of power and being unable to climb the slope.

[0073] Accordingly, the third embodiment of the present application further provides a device for planning a travel path for an engineering machine, as shown in FIG2 , the device comprising:

[0074] A global path planning unit 201 is configured to perform global path planning and obtain a global path of the construction machinery, wherein the global path is at least one route connecting a departure point of the construction machinery and a destination of the construction machinery;

[0075] A splitting unit 202 is configured to split the global path to obtain at least three local paths, where the at least three local paths include a starting local path, an ending local path, and at least one intermediate path.

[0076] The post-processing unit 203 is used to perform post-processing on the local paths, and splice the post-processed local paths to obtain the final travel path of the engineering machinery. The post-processing includes path feasibility verification and path adaptability adjustment.

[0077] In one embodiment, the path feasibility verification includes:

[0078] Obtaining a starting direction and an ending direction of travel of the engineering machinery;

[0079] Based on the partial paths and the starting travel direction, it is verified whether the travel direction of the engineering machine after completing travel along all the partial paths is the same as the end travel direction.

[0080] In one embodiment, the engineering machinery travel path planning method further includes:

[0081] Acquiring environmental data of the local path, where the environmental data reflects a spatial relationship between the local path and surrounding objects;

[0082] A three-dimensional model of the local path is established based on the environmental data.

[0083] In one embodiment, the path feasibility verification includes:

[0084] Based on the three-dimensional model, it is verified whether the engineering machine collides with the local paths and surrounding objects during the driving process along all the local paths.

[0085] In one embodiment, the path adaptive adjustment includes:

[0086] A smoothing adjustment is performed on the position where the traveling direction changes in the local path to obtain a local path with a smooth trajectory.

[0087] In one embodiment, the path feasibility verification and path adaptability adjustment include:

[0088] Acquire a shift point on the local path, where the shift point is a special terrain located on the local path, and the special terrain includes a steep slope and a parking point;

[0089] The shift point is marked on the local path, and the marking content includes the shift point name, special terrain type and travel direction.

[0090] The engineering machinery path planning device provided in this embodiment is based on the same concept as the engineering machinery path planning method provided in the aforementioned embodiments of this application. It can execute the engineering machinery path planning method provided in any of the aforementioned embodiments of this application and possesses the corresponding functional modules and beneficial effects of the execution method. For technical details not fully described in this embodiment, please refer to the specific processing content of the engineering machinery path planning method provided in the aforementioned embodiments of this application and will not be repeated here.

[0091] The functions implemented by the above global path planning unit 201, splitting unit 202 and post-processing unit 203 can be implemented by the same or different processors respectively, and the embodiments of the present application are not limited thereto.

[0092] It should be understood that the units in the above devices can be implemented in the form of a processor calling software. For example, the device includes a processor, the processor is connected to a memory, and the memory stores instructions. The processor calls the instructions stored in the memory to implement any of the above methods or realize the functions of each unit of the device. The processor can be a general-purpose processor, such as a CPU or a microprocessor, and the memory can be a memory within the device or a memory outside the device. Alternatively, the units in the device can be implemented in the form of hardware circuits. The functions of some or all units can be realized by designing the hardware circuits. The hardware circuit can be understood as one or more processors. For example, in one implementation, the hardware circuit is an ASIC, and the functions of some or all of the above units can be realized by designing the logical relationships between the components within the circuit. For another example, in another implementation, the hardware circuit can be implemented by a PLD. For example, an FPGA can include a large number of logic gate circuits. The connection relationships between the logic gate circuits are configured through a configuration file to realize the functions of some or all of the above units. All units of the above devices can be implemented entirely in the form of a processor calling software, or entirely in the form of hardware circuits, or partially in the form of a processor calling software, with the remaining parts implemented in the form of hardware circuits.

[0093] In an embodiment of the present application, a processor is a circuit with the ability to process signals. In one implementation, the processor may be a circuit with the ability to read and execute instructions, such as a CPU, a microprocessor, a GPU, or a DSP. In another implementation, the processor may implement certain functions through the logical relationship of a hardware circuit, and the logical relationship of the hardware circuit may be fixed or reconfigurable, such as a hardware circuit implemented by an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document to implement the configuration of the hardware circuit can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as an NPU, TPU, DPU, etc.

[0094] It can be seen that each unit in the above device can be one or more processors (or processing circuits) configured to implement the above method, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0095] In addition, the various units in the above apparatus may be fully or partially integrated together, or may be implemented independently. In one implementation, these units are integrated together and implemented in the form of a system-on-chip (SOC). The SOC may include at least one processor for implementing any of the above methods or implementing the functions of the various units of the apparatus. The at least one processor may be of different types, such as a CPU and an FPGA, a CPU and an artificial intelligence processor, a CPU and a GPU, etc.

[0096] The fourth embodiment of the present application further provides a device for planning a travel path for engineering machinery, as shown in FIG3 . The device includes:

[0097] Memory 300 and processor 310;

[0098] The memory 300 is connected to the processor 310 and is used to store programs;

[0099] The processor 310 is configured to implement the engineering machinery travel path planning method disclosed in any of the above embodiments by running the program stored in the memory 300 .

[0100] Specifically, the above-mentioned engineering machinery travel path planning device may further include: a bus, a communication interface 320 , an input device 330 and an output device 340 .

[0101] The processor 310, the memory 300, the communication interface 320, the input device 330 and the output device 340 are interconnected via a bus.

[0102] A bus may include a pathway that transfers information between components of a computer system.

[0103] Processor 310 can be a general-purpose processor, such as a general-purpose central processing unit (CPU), a microprocessor, or the like. It can also be an application-specific integrated circuit (ASIC), or one or more integrated circuits used to control the execution of the program of the present application. It can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA), or other programmable logic device, discrete gate or transistor logic device, or discrete hardware component.

[0104] The processor 310 may include a main processor, and may also include a baseband chip, a modem, and the like.

[0105] The memory 300 stores a program for executing the technical solution of the present application, and may also store an operating system and other key services. Specifically, the program may include program code, which includes computer operating instructions. More specifically, the memory 300 may include read-only memory (ROM), other types of static storage devices that can store static information and instructions, random access memory (RAM), other types of dynamic storage devices that can store information and instructions, disk storage, flash memory, and the like.

[0106] The input device 330 may include a device for receiving data and information input by a user, such as a keyboard, a mouse, a camera, a scanner, a light pen, a voice input device, a touch screen, a pedometer, or a gravity sensor.

[0107] Output device 340 may include devices that allow information to be output to a user, such as a display screen, printer, speakers, etc.

[0108] The communication interface 320 may include any transceiver or similar device for communicating with other devices or communication networks, such as Ethernet, Radio Access Network (RAN), Wireless Local Area Network (WLAN), etc.

[0109] The processor 310 executes the program stored in the memory 300 and calls other devices, which can be used to implement each step of any engineering machinery travel path planning method provided in the above embodiments of the present application.

[0110] The fifth embodiment of the present application further provides a truck crane, including a controller;

[0111] The controller is used to execute the engineering machinery travel path planning method as described in the method embodiment section of this application.

[0112] The truck crane provided in this embodiment shares the same concept as the construction machinery path planning method provided in the aforementioned embodiments of this application. It can implement the identification method for construction machinery path planning provided in any of the aforementioned embodiments of this application and possesses corresponding functional modules and beneficial effects as the construction machinery path planning method. For technical details not fully described in this embodiment, please refer to the specific processing content of the construction machinery path planning method provided in the aforementioned embodiments of this application and will not be further elaborated here.

[0113] For the sake of simplicity, the aforementioned method embodiments are described as a series of action combinations. However, those skilled in the art should be aware that this application is not limited by the order of the actions described, because according to this application, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in this specification are all optional embodiments, and the actions and modules involved are not necessarily required for this application.

[0114] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similarities between the various embodiments can be referred to in conjunction with each other. For device embodiments, since they are generally similar to method embodiments, their description is relatively simple, and for relevant details, reference can be made to the description of the method embodiments.

[0115] The steps in the methods of each embodiment of the present application can be adjusted in sequence, merged, and deleted according to actual needs, and the technical features recorded in each embodiment can be replaced or combined.

[0116] The modules and sub-modules in the devices and terminals in the various embodiments of the present application can be merged, divided, and deleted according to actual needs.

[0117] In the several embodiments provided in this application, it should be understood that the disclosed terminals, devices, and methods can be implemented in other ways. For example, the terminal embodiments described above are merely illustrative. For example, the division of modules or submodules is merely a logical function division. In actual implementation, there may be other division methods, such as multiple submodules or modules can be combined or integrated into another module, or some features can be ignored or not executed. In addition, the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interface, device or module, which can be electrical, mechanical or other forms.

[0118] The modules or submodules described as separate components may or may not be physically separate, and the components of the modules or submodules may or may not be physical modules or submodules, that is, they may be located in one place or distributed across multiple network modules or submodules. Some or all of the modules or submodules may be selected to achieve the purpose of this embodiment according to actual needs.

[0119] In addition, each functional module or submodule in each embodiment of the present application may be integrated into a processing module, or each module or submodule may exist physically separately, or two or more modules or submodules may be integrated into a single module. The above-mentioned integrated modules or submodules may be implemented in the form of hardware or software functional modules or submodules.

[0120] Professionals may further appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the above description has generally described the components and steps of each example according to their functions. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians may use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0121] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein may be implemented directly using hardware, software executed by a processor, or a combination of the two. The software may be stored in random access memory (RAM), internal memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.

[0122] Finally, it should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or device comprising the element.

[0123] The above description of the disclosed embodiments will enable those skilled in the art to implement or use the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is to be construed in the widest manner consistent with the principles and novel features disclosed herein.

Claims

1. A method for planning a travel path for construction machinery, wherein: The engineering machinery travel path planning method comprises: Performing global path planning to obtain a global path of the engineering machinery, wherein the global path is at least one route connecting a departure point of the engineering machinery and a destination of the engineering machinery; Splitting the global path to obtain at least three local paths, wherein the at least three local paths include a starting local path, an ending local path, and at least one intermediate path; The local paths are post-processed and the post-processed local paths are spliced ​​to obtain a final travel path of the engineering machinery, wherein the post-processing includes path feasibility verification and path adaptability adjustment.

2. The method for planning a travel path for construction machinery according to claim 1, wherein: The feasibility verification of the path includes: Obtaining the turning radius of the engineering machinery; Based on the turning radius, it is verified whether the engineering machine can change direction at the position where the traveling direction changes in the local path.

3. The method for planning a travel path for construction machinery according to claim 1 or 2, wherein: The feasibility verification of the path includes: Obtaining a starting direction and an ending direction of travel of the engineering machinery; According to the partial paths and the starting traveling direction, it is verified whether the traveling direction of the engineering machinery after completing the traveling along all the partial paths is the same as the traveling direction of the terminal point.

4. The method for planning a travel path for construction machinery according to any one of claims 1 to 3, wherein: The engineering machinery travel path planning method further includes: Acquire environmental data of the local path, wherein the environmental data reflects the spatial relationship between the local path and surrounding objects; A three-dimensional model of the local path is established according to the environmental data.

5. The method for planning a travel path for construction machinery according to claim 4, wherein: The feasibility verification of the path includes: According to the three-dimensional model, it is verified whether the engineering machinery collides with the local paths and surrounding objects during the driving process along all the local paths.

6. The method for planning a travel path for construction machinery according to any one of claims 1 to 5, wherein: The path adaptive adjustment includes: A smoothing adjustment is performed on the position where the traveling direction changes in the local path to obtain a local path with a smooth trajectory.

7. The method for planning a travel path for construction machinery according to any one of claims 1 to 6, wherein: The path feasibility verification and path adaptability adjustment include: Acquire a shift point on the local path, wherein the shift point is a special terrain located on the local path, and the special terrain includes a steep slope and a parking point; The shift point is marked on the local path, and the marking content includes the name of the shift point, the special terrain type and the travel direction.

8. A device for planning a travel path for construction machinery, wherein: The engineering machinery travel path planning device comprises: A global path planning unit, used for performing global path planning to obtain a global path of the engineering machinery, wherein the global path is at least one route connecting a departure point of the engineering machinery and a destination of the engineering machinery; A splitting unit, used for splitting the global path to obtain at least three local paths, wherein the at least three local paths include a starting local path, an ending local path and at least one intermediate path; A post-processing unit is used to post-process the local paths, splice the post-processed local paths, and obtain the final travel path of the engineering machinery. The post-processing includes path feasibility verification and path adaptability adjustment.

9. A device for planning the travel path of an engineering machinery, wherein: The engineering machinery travel path planning device includes a memory and a processor; The memory is connected to the processor and is used to store programs; The processor is used to implement the engineering machinery travel path planning method according to any one of claims 1 to 7 by running the program in the memory.

10. A truck crane, wherein: The truck crane includes a controller; The controller is used to execute the engineering machinery travel path planning method as described in any one of claims 1 to 7.

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