Underground auxiliary transportation system based on vehicle-road cooperative positioning

Abstract

The invention relates to the technical field of transportation management systems, and discloses an underground auxiliary transportation system based on vehicle-road cooperative localization, which comprises a data acquisition unit, a data processing unit, a data analysis unit, a data transmission unit, a barrier gate control unit and a vehicle-mounted control unit. Corresponding control signals are generated according to different conditions, safe driving of vehicles and orderly passing of roadways are effectively guaranteed, traffic signal lamps and vehicle-mounted warning lamps are controlled through the barrier gate control unit and the vehicle-mounted control unit respectively, intuitive and clear instructions are provided for drivers, the risk of accidents is reduced, and the traffic safety is improved. For a narrow one-way roadway, a reasonable locking function and a priority entry analysis mechanism are set, conflicts and congestion of vehicles in a narrow space are avoided, transportation safety and high efficiency under special conditions are ensured, and adaptability and flexibility of the system are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of transportation management systems, and in particular to an underground auxiliary transportation system based on vehicle-road collaborative positioning. Background Art

[0002] In underground operation environments such as coal mines, auxiliary transportation systems undertake important tasks in transporting materials and personnel. With the continuous expansion of underground operations and the increase in complexity, traditional underground transportation methods are gradually unable to meet the needs of efficient and safe transportation.

[0003] In the past, underground transportation lacked coordinated management and control, which easily led to unreasonable spacing between vehicles, causing traffic congestion, collisions and other safety accidents. The dispatch and management of vehicles often relied on manual experience, which was inefficient and difficult to ensure accuracy.

[0004] At the same time, due to the special environment and limited space of underground tunnels, unreasonable vehicle routes and capacity planning will seriously affect transportation efficiency. Moreover, under the complex underground traffic conditions, how to transmit control signals to vehicles in a timely and accurate manner to achieve effective traffic control is also an urgent problem to be solved.

[0005] Therefore, in order to improve the efficiency and safety of underground auxiliary transportation and realize accurate vehicle positioning and coordinated control, it is necessary to develop an underground auxiliary transportation system based on vehicle-road collaborative positioning. Summary of the invention

[0006] The purpose of the present invention is to provide an underground auxiliary transportation system based on vehicle-road collaborative positioning, which solves the technical problems raised in the background technology.

[0007] The purpose of the present invention can be achieved through the following technical solutions: The underground auxiliary transportation system based on vehicle-road collaborative positioning includes: A data collection unit is used to collect underground transportation information, including the maximum body length of the trackless rubber-tyred vehicle, the actual length of the roadway section, the number of trackless rubber-tyred vehicles in the roadway section, the real-time position of all trackless rubber-tyred vehicles in the roadway section, and the pre-set safe driving distance between vehicles; A data processing unit is used to pre-process underground transportation information to obtain the maximum length occupied by a trackless rubber-tyred vehicle in the lane and the maximum vehicle capacity within the lane section; The data analysis unit is used to perform control and analysis on the rubber-tyred trackless vehicle used for underground transportation according to the underground transportation information and the results obtained by preprocessing, and obtain corresponding control signals according to the control and analysis results; A data transmission unit, used to transmit corresponding control signals to the gate control unit and the vehicle control unit respectively; The gate control unit is used to control the preset traffic lights at the entrance of the lane section to display in different colors according to the green light signal and the red light signal; The on-board control unit is used to control the preset on-board warning lights inside the relevant rubber-tyred trackless vehicle to display in different states according to the constant light signal or the flashing signal.

[0008] As a further solution of the present invention: the pretreatment method is as follows: StepA1: Extract the maximum length of the rubber-tyred trackless vehicle and the safe driving distance between vehicles, and mark them as LC max and LA; Step A2, through LS max =LC max +LA, calculate the maximum length LS occupied by a rubber-tyred trackless vehicle in the lane max ; StepA3, extract the actual length of the lane section and mark it as LX; StepA4, through N max =LX / LS max , calculate the maximum vehicle capacity N in the lane interval max .

[0009] As a further solution of the present invention: wherein, the relevant rubber-tyred trackless vehicle receiving the constant light signal or the flashing signal refers to a trackless rubber-tyred vehicle that is located at the rear among the adjacent rubber-tyred trackless vehicles according to the traveling direction.

[0010] As a further solution of the present invention: the control and analysis method is as follows: Step B1, extract the number of rubber-tyred trackless vehicles in the lane section and mark them as NS; Step B2, through Q = N max -NS, calculate the current interval vehicle capacity difference Q; When Q>0, a green light signal is generated; When Q=0, a red light signal is generated; Step B3, extract the real-time positions of all rubber-tyred trackless vehicles in the lane section, and based on the real-time positions of the rubber-tyred trackless vehicles in the lane, extract the actual driving distances between multiple adjacent rubber-tyred trackless vehicles and mark them as LJ; Step B4, calculate the driving determination factor E between adjacent rubber-tyred trackless vehicles through E=LJ-LA; When Q≥0, a constant light signal is generated, and then the constant light signal is sent to the adjacent rubber-tyred trackless vehicle at the rear according to the traveling direction; When Q is less than 0, a flashing signal is generated, and then the flashing signal is sent to a rear trackless rubber-tyred vehicle among adjacent trackless rubber-tyred vehicles according to the traveling direction.

[0011] As a further solution of the present invention: the tunnel section refers to one of the driving areas after the underground tunnel is divided into multiple driving areas.

[0012] As a further solution of the present invention: wherein the control signal includes a green light signal and a red light signal transmitted to the barrier control unit, and a constant light signal or a flashing signal transmitted to the vehicle control unit.

[0013] As a further solution of the present invention: wherein, the on-board control unit controls the preset traffic light at the entrance of the lane section to display the green light in a constant green light form according to the green light signal, and the green light signal indicates that the rubber-tyred trackless vehicle is allowed to enter the lane section; The on-board control unit controls the preset traffic light at the entrance of the lane section to display a red light that is always on according to the red light signal, and the red light signal indicates that the rubber-tyred trackless vehicle is prohibited from entering the lane section.

[0014] As a further solution of the present invention: wherein, the vehicle-mounted control unit controls the vehicle-mounted warning light preset inside the relevant rubber-tyred trackless vehicle to be in a constant light state according to the constant light signal; The on-board control unit controls a preset on-board warning light inside the relevant rubber-tyred trackless vehicle to be in a flashing state according to the flashing signal.

[0015] As a further solution of the present invention: if the relevant lane section is narrow and cannot meet the conditions for safe passing of trackless rubber-tyred vehicles, the relevant lane section is set as a one-way lane; The one-way lane does not have a fixed driving direction. Only when a rubber-tyred trackless vehicle enters the lane section, the lane locking function is triggered. At this time, the driving direction of the rubber-tyred trackless vehicle becomes the one-way direction allowed in the lane section. Among them, there is also a car avoidance zone at the end of the one-way lane, and there are preset traffic lights at both ends of the lane; As a further solution of the present invention: the lane locking function is: When there is no rubber-tyred trackless vehicle running in the one-way lane, the section is in a vehicle-free state, and the traffic lights at both ends of the one-way lane are displayed in the form of a steady green light; Among them, when a trackless rubber-tyred vehicle comes from any direction, it can enter the one-way lane; When a rubber-tyred trackless vehicle is traveling in a one-way lane, the one-way direction allowed in the one-way lane is determined by the traveling direction of the rubber-tyred trackless vehicle. The traffic light in front of the rubber-tyred trackless vehicle is always red, prohibiting oncoming vehicles from entering, and at the same time, oncoming vehicles enter the avoidance zone; Then, a priority entry analysis is performed on the rubber-wheeled trackless vehicles waiting to enter the one-way lane at both ends of the one-way lane, and the display form of the traffic lights at both ends of the one-way lane is determined based on the priority entry analysis results.

[0016] As a further solution of the present invention: the preferred entry analysis method is as follows: Step 1: Collect relevant data of rubber-tyred trackless vehicles to enter the one-way lane The real-time position and driving speed of the rubber-tyred trackless vehicle that is about to enter the one-way lane and is closest to the end of the one-way lane are obtained, and then the distance between the rubber-tyred trackless vehicle and the end of the one-way lane is obtained according to the real-time position, and the distance between the rubber-tyred trackless vehicle traveling in the opposite direction and the end of the one-way lane is recorded as KL, and the driving speed of the rubber-tyred trackless vehicle is marked as KS, and the distance between the rubber-tyred trackless vehicle traveling in the current one-way direction of the one-way lane and the end of the one-way lane is recorded as GL, and the driving speed of the rubber-tyred trackless vehicle is marked as GS; Step 2: Collect data on the last position of the rubber-tyred trackless vehicle in the one-way lane At the same time, the real-time position and driving speed of the rubber-tyred trackless vehicle that has entered the one-way lane and is at the last position are obtained, and then the distance between the rubber-tyred trackless vehicle and the corresponding entrance of the one-way lane in the current one-way direction is obtained according to the real-time position, and the distance is marked as NL, and the driving speed of the rubber-tyred trackless vehicle is marked as NS; Step 3: Get the actual length of the single lane At the same time, the actual length LX of the single lane is also obtained; Step 4: Calculate the travel time for vehicles traveling in the opposite direction to reach the entrance By using KT=KL*KS, the travel time KT of the rubber-tyred trackless vehicle that is about to enter the one-way lane and travel in the opposite direction to reach the entrance of the corresponding side of the one-way lane is calculated; Step 5: Calculate the travel time for vehicles traveling in the same direction to reach the entrance By using GT=GL*GS, the travel time GT of the rubber-tyred trackless vehicle to enter the one-way lane and travel in the current one-way direction to reach the entrance on the corresponding side of the one-way lane is calculated; Step 6: Calculate the travel time of the vehicle that has entered the last position to leave the lane The travel time NT of the rubber-tyred trackless vehicle that has entered the one-way lane and is at the last position to leave the one-way lane is calculated by NT = (LX-NL) / NS; Step 7: Compare travel times and determine priority for vehicles entering and control traffic lights The corresponding driving time NT is compared with the driving times KT and GT respectively, and the priority entry vehicles and the control signal lights are determined based on the comparison results.

[0017] As a further solution of the present invention: in the seventh step, if NT≤KT and NT≤GT are both established, the travel time KT and GT are compared: When KT<GT, the traffic light behind the rubber-tyred trackless vehicle is displayed as a red light, and the traffic light in front of the rubber-tyred trackless vehicle is displayed as a green light, based on the driving direction of the one-way lane. That is, after the rubber-tyred trackless vehicle that has entered the one-way lane and is at the last position leaves the one-way lane, the trackless rubber-tyred vehicle traveling in the opposite direction is determined as the vehicle that has priority to enter the one-way lane. When KT≥GT, the one-way lane is based on the direction of the rubber-tyred trackless vehicle, and the traffic light behind the rubber-tyred trackless vehicle is displayed as a solid green light, and the traffic light in front of the rubber-tyred trackless vehicle is displayed as a solid red light. That is, after the rubber-tyred trackless vehicle that has entered the one-way lane and is in the last position leaves the one-way lane, the rubber-tyred trackless vehicle traveling in the current one-way direction will be determined as the vehicle that has priority to enter the one-way lane.

[0018] As a further solution of the present invention: in the seventh step, if NT>KT and NT>GT are both established, the absolute value of the difference between NT and KT, and the absolute value of the difference between NT and GT are obtained respectively, and they are marked as NK and NG respectively, and at the same time; Then, DG=KS*LX+(NT-GT)is used to calculate the waiting time DK of the rubber-tyred trackless vehicle in the avoidance section when the rubber-tyred trackless vehicle in the opposite direction has priority to enter the one-way lane. In the formula, KS*LX represents the travel time of the rubber-tyred trackless vehicles traveling in opposite directions in the one-way lane; At the same time, through DK=GS*LX+(NT-KT), the waiting time DK of the trackless rubber-tyred vehicle traveling in the opposite direction is calculated when the trackless rubber-tyred vehicle traveling in the current one-way direction has priority to enter the one-way lane; In the formula, GS*LX represents the travel time of the rubber-tyred trackless vehicle traveling in the current one-way lane; Then DK and DG are compared: When DK≥DG, the one-way lane is based on the direction of the rubber-tyred trackless vehicle, and the traffic light behind the rubber-tyred trackless vehicle is displayed as a constant red light, and the traffic light in front of the rubber-tyred trackless vehicle is displayed as a constant green light, that is, the rubber-tyred trackless vehicle traveling in the opposite direction is defined as the vehicle that has priority to enter the one-way lane; When DK<DG, the one-way lane is based on the direction of the rubber-tyred trackless vehicle, and the traffic light behind the rubber-tyred trackless vehicle is displayed as a constant green light, and the traffic light in front of the rubber-tyred trackless vehicle is displayed as a constant red light, that is, the rubber-tyred trackless vehicle traveling in the current one-way direction is defined as the vehicle that has priority to enter the one-way lane.

[0019] As a further solution of the present invention: in the seventh step, if NT>GT and NT≤KT, based on the driving direction of the rubber-tyred trackless vehicle in the one-way lane, the traffic light behind the rubber-tyred trackless vehicle is displayed as a green light that is always on, and the traffic light in front of the rubber-tyred trackless vehicle is displayed as a red light that is always on, that is, after the rubber-tyred trackless vehicle that has entered the one-way lane and is in the last position leaves the one-way lane, the rubber-tyred trackless vehicle traveling in the current one-way direction is determined as the vehicle that has priority to enter the one-way lane.

[0020] As a further solution of the present invention: in the seventh step, if NT>KT and NT≤GT, based on the traveling direction of the rubber-tyred trackless vehicle in the one-way lane, the traffic light behind the rubber-tyred trackless vehicle is displayed as a permanently red light, and the traffic light in front of the rubber-tyred trackless vehicle is displayed as a permanently green light, that is, after the rubber-tyred trackless vehicle that has entered the one-way lane and is in the last position leaves the one-way lane, the trackless rubber-tyred vehicle traveling in the opposite direction is determined as a vehicle that has priority to enter the one-way lane.

[0021] Beneficial effects of the present invention: The present invention realizes the accurate collection and processing of underground transportation information, and provides a reliable data basis for the accurate control of the system by obtaining information such as the body length of the rubber-tyred trackless vehicle, the length of the lane section, the number of vehicles, the real-time position and the safe driving distance.

[0022] The present invention can accurately calculate the maximum length occupied by a trackless rubber-tyred vehicle in a lane and the maximum vehicle capacity within a lane section, which is helpful for rationally planning and scheduling underground transportation resources and improving transportation efficiency.

[0023] The present invention conducts scientific control and analysis on the rubber-tyred trackless vehicle for underground transportation, generates corresponding control signals according to different situations, and effectively ensures the safe driving of the vehicle and the orderly passage of the lane.

[0024] The present invention provides intuitive and clear instructions to the driver by respectively controlling the traffic signal lights and the vehicle-mounted warning lights by the barrier control unit and the vehicle-mounted control unit, thereby reducing the risk of accidents.

[0025] The present invention provides a reasonable locking function and a priority entry analysis mechanism for narrow single-lane lanes, thereby avoiding collision and congestion of vehicles in narrow spaces and ensuring safe and efficient transportation under special conditions.

[0026] The present invention can timely adjust the driving strategy and signal light status of the vehicle according to the real-time data and analysis results, thereby improving the adaptability and flexibility of the system and adapting to the complex and changeable transportation environment underground.

[0027] The present invention helps to improve the intelligence level of underground auxiliary transportation, reduce manual intervention, lower labor costs, and ensure the safety, efficiency and orderliness of underground transportation. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The present invention will be further described below in conjunction with the accompanying drawings.

[0029] Figure 1 It is a system block diagram of the underground auxiliary transportation system based on vehicle-road collaborative positioning of the present invention.

[0030] Figure 2 It is a flow chart of priority entry analysis in the underground auxiliary transportation system based on vehicle-road collaborative positioning of the present invention. DETAILED DESCRIPTION

[0031] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention. Example

[0032] See also Figure 1 As shown, the present invention is an underground auxiliary transportation system based on vehicle-road collaborative positioning, comprising: A data acquisition unit, used to collect underground transportation information; Underground transportation information includes: the maximum length of the rubber-tyred trackless vehicle, the actual length of the roadway section, the number of rubber-tyred trackless vehicles in the roadway section, the real-time position of all rubber-tyred trackless vehicles in the roadway section, and the pre-set safe driving distance between vehicles; The tunnel section refers to the division of underground tunnels into multiple driving areas in order to ensure the driving safety of underground vehicles and improve transportation efficiency. One driving area is a tunnel section. This embodiment is to perform auxiliary transportation control on a one-way rubber-tyred trackless vehicle; A data processing unit, used for pre-processing underground transportation information; The preprocessing method is as follows: StepA1: Extract the maximum length of the rubber-tyred trackless vehicle and the safe driving distance between vehicles, and mark them as LC max and LA; Step A2, through LS max =LC max +LA, calculate the maximum length LS occupied by a rubber-tyred trackless vehicle in the lane max ; StepA3, extract the actual length of the lane section and mark it as LX; StepA4, through N max =LX / LS max , calculate the maximum vehicle capacity N in the lane interval max ; A data analysis unit, used to control and analyze the trackless rubber-tyred vehicle used for underground transportation based on the underground transportation information and the results obtained by preprocessing; The control and analysis methods are as follows: Step B1, extract the number of rubber-tyred trackless vehicles in the lane section and mark them as NS; Step B2, through Q = N max -NS, calculate the current interval vehicle capacity difference Q; When Q>0, a green light signal is generated; When Q=0, a red light signal is generated; Step B3, extract the real-time positions of all rubber-tyred trackless vehicles in the lane section, and based on the real-time positions of the rubber-tyred trackless vehicles in the lane, extract the actual driving distances between multiple adjacent rubber-tyred trackless vehicles and mark them as LJ; Step B4, calculate the driving determination factor E between adjacent rubber-tyred trackless vehicles through E=LJ-LA; When Q≥0, a constant light signal is generated, and then the constant light signal is sent to the adjacent rubber-tyred trackless vehicle at the rear according to the traveling direction; When Q is less than 0, a flashing signal is generated, and then the flashing signal is sent to a trackless rubber-tyred vehicle behind the adjacent trackless rubber-tyred vehicles according to the traveling direction; A data transmission unit, used to transmit a green light signal or a red light signal to a gate control unit provided at an entrance to a lane section, and to send a constant light signal or a flashing signal to an on-board control unit provided at a relevant trackless rubber-tyred vehicle; The relevant rubber-tyred trackless vehicle receiving the constant light signal or the flashing signal refers to the trackless rubber-tyred vehicle at the rear of the adjacent rubber-tyred trackless vehicles according to the traveling direction; The gate control unit is used to control the preset traffic lights at the entrance of the lane section to display in different colors according to the green light signal and the red light signal; Specifically: The preset traffic light at the entrance of the lane section is controlled according to the green light signal to be displayed in the form of a constant green light, and the green light signal indicates that the rubber-tyred trackless vehicle is allowed to enter the lane section; The traffic lights preset at the entrance of the lane section are controlled according to the red light signal to be displayed in the form of a constant red light, and the red light signal indicates that rubber-tyred trackless vehicles are prohibited from entering the lane section; The vehicle-mounted control unit is used to control the vehicle-mounted warning lights preset inside the relevant rubber-tyred trackless vehicle to display in different states according to the constant light signal or the flashing signal; Specifically: According to the constant light signal, the preset on-board warning light inside the relevant rubber-tyred trackless vehicle is controlled to be in a constant light state. The constant light state of the on-board warning light indicates that the rubber-tyred trackless vehicle can travel normally; According to the flashing signal, the preset on-board warning light inside the relevant rubber-tyred trackless vehicle is controlled to be in a flashing state. The flashing state of the on-board warning light indicates that the rubber-tyred trackless vehicle needs to slow down; This embodiment can effectively assist in the transportation control of one-way rubber-tyred trackless vehicles to ensure driving safety; by accurately calculating the maximum vehicle capacity and vehicle capacity difference within the lane section, the vehicle entry can be reasonably controlled to improve the transportation efficiency; the driving determination factors of adjacent vehicles are calculated according to the real-time position, and accurate driving signals are sent to the vehicles in time to effectively avoid vehicle collisions and congestion. Example

[0033] See also Figure 1 and Figure 2 As shown, as the second embodiment of the present invention, when the present application is implemented, compared with the first embodiment, the technical solution of this embodiment is different from that of the first embodiment only in that, If the relevant lane section is too narrow to meet the safe passing conditions of rubber-tyred trackless vehicles, the relevant lane section shall be set as a one-way lane; The one-way lane does not have a fixed driving direction. Only when a rubber-tyred trackless vehicle enters the lane section, the lane locking function is triggered. At this time, the driving direction of the rubber-tyred trackless vehicle becomes the one-way direction allowed in the lane section. Among them, there is also a car avoidance zone at the end of the one-way lane, and there are preset traffic lights at both ends of the lane; The functions of lane locking are: When there is no rubber-tyred trackless vehicle running in the one-way lane, the section is in a vehicle-free state, and the traffic lights at both ends of the one-way lane are displayed in the form of a steady green light; Among them, when a trackless rubber-tyred vehicle comes from any direction, it can enter the one-way lane; When a rubber-tyred trackless vehicle is traveling in a one-way lane, the one-way direction allowed in the one-way lane is determined by the traveling direction of the rubber-tyred trackless vehicle. The traffic light in front of the rubber-tyred trackless vehicle is always red, prohibiting oncoming vehicles from entering, and at the same time, oncoming vehicles enter the avoidance zone; Then, priority entry analysis is performed on the trackless rubber-wheeled vehicles waiting to enter the one-way lane at both ends of the one-way lane; The specific method is as follows: The first step is to obtain the real-time position and driving speed of the rubber-tyred trackless vehicle that is about to enter the one-way lane and is closest to the end of the one-way lane, and then obtain the distance between the rubber-tyred trackless vehicle and the end of the one-way lane based on the real-time position, and record the distance between the rubber-tyred trackless vehicle traveling in the opposite direction and the end of the one-way lane as KL, and mark the driving speed of the rubber-tyred trackless vehicle as KS, and record the distance between the rubber-tyred trackless vehicle traveling in the current one-way direction of the one-way lane and the end of the one-way lane as GL, and mark the driving speed of the rubber-tyred trackless vehicle as GS; Step 2: simultaneously obtain the real-time position and driving speed of the rubber-tyred trackless vehicle that has entered the one-way lane and is at the last position, and then obtain the distance between it and the corresponding entrance of the one-way lane in the current one-way direction according to the real-time position, and mark it as NL, and mark the driving speed of the rubber-tyred trackless vehicle as NS; Step 3: At the same time, the actual length LX of the single lane is also obtained; In this embodiment, the first to third steps are performed by a data acquisition unit; Step 4: Calculate the travel time KT of the rubber-tyred trackless vehicle to enter the one-way lane and travel in the opposite direction to reach the entrance of the one-way lane by KT=KL*KS; Step 5: Calculate the travel time GT of the rubber-tyred trackless vehicle to enter the one-way lane and travel in the current one-way direction to the entrance of the one-way lane by GT=GL*GS; Step 6: Calculate the travel time NT of the rubber-tyred trackless vehicle that has entered the one-way lane and is at the last position to leave the one-way lane by NT = (LX-NL) / NS; In this embodiment, steps 4 to 6 are performed by a data processing unit; Step 7: Then, the corresponding driving time NT is compared with the driving times KT and GT respectively; If NT≤KT and NT≤GT are both true, then compare the travel times KT and GT: When KT<GT, the traffic light behind the rubber-tyred trackless vehicle is displayed as a red light, and the traffic light in front of the rubber-tyred trackless vehicle is displayed as a green light, based on the driving direction of the one-way lane. That is, after the rubber-tyred trackless vehicle that has entered the one-way lane and is at the last position leaves the one-way lane, the trackless rubber-tyred vehicle traveling in the opposite direction is determined as the vehicle that has priority to enter the one-way lane. When KT≥GT, the traffic light behind the rubber-tyred trackless vehicle will be displayed as a green light, and the traffic light in front of the rubber-tyred trackless vehicle will be displayed as a red light, based on the driving direction of the one-way lane. That is, after the rubber-tyred trackless vehicle that has entered the one-way lane and is at the last position leaves the one-way lane, the rubber-tyred trackless vehicle traveling in the current one-way direction will be determined as the vehicle that has priority to enter the one-way lane; If NT>KT and NT>GT are both true, then obtain the absolute value of the difference between NT and KT, and the absolute value of the difference between NT and GT, and mark them as NK and NG respectively, and; Then, DG=KS*LX+(NT-GT)is used to calculate the waiting time DK of the rubber-tyred trackless vehicle in the avoidance section when the rubber-tyred trackless vehicle in the opposite direction has priority to enter the one-way lane. In the formula, KS*LX represents the travel time of the rubber-tyred trackless vehicles traveling in opposite directions in the one-way lane; At the same time, through DK=GS*LX+(NT-KT), the waiting time DK of the trackless rubber-tyred vehicle traveling in the opposite direction is calculated when the trackless rubber-tyred vehicle traveling in the current one-way direction has priority to enter the one-way lane; In the formula, GS*LX represents the travel time of the rubber-tyred trackless vehicle traveling in the current one-way lane; Then DK and DG are compared: When DK≥DG, the one-way lane is based on the direction of the rubber-tyred trackless vehicle, and the traffic light behind the rubber-tyred trackless vehicle is displayed as a constant red light, and the traffic light in front of the rubber-tyred trackless vehicle is displayed as a constant green light, that is, the rubber-tyred trackless vehicle traveling in the opposite direction is defined as the vehicle that has priority to enter the one-way lane; When DK<DG, the traffic light behind the rubber-tyred trackless vehicle is displayed as a green light, and the traffic light in front of the rubber-tyred trackless vehicle is displayed as a red light, based on the driving direction of the one-way lane. That is, the rubber-tyred trackless vehicle traveling in the current one-way direction is defined as the vehicle that has priority to enter the one-way lane. In this embodiment, the waiting time of the corresponding trackless rubber-tyred vehicles at both ends of the one-way lane is analyzed, and a trackless rubber-tyred vehicle with the longest waiting time is selected to enter the one-way lane first, so that the throughput of the trackless rubber-tyred vehicles can be increased within a limited time. If NT>GT and NT≤KT, the traffic light behind the rubber-tyred trackless vehicle will be displayed as a solid green light, and the traffic light in front of the rubber-tyred trackless vehicle will be displayed as a solid red light, based on the traveling direction of the rubber-tyred trackless vehicle in the one-way lane. That is, after the rubber-tyred trackless vehicle that has entered the one-way lane and is in the last position leaves the one-way lane, the rubber-tyred trackless vehicle traveling in the current one-way direction will be determined as the vehicle that has priority to enter the one-way lane.

[0034] If NT>KT and NT≤GT, the traffic light behind the rubber-tyred trackless vehicle will be displayed as a solid red light, and the traffic light in front of the rubber-tyred trackless vehicle will be displayed as a solid green light, based on the traveling direction of the rubber-tyred trackless vehicle in the one-way lane. That is, after the rubber-tyred trackless vehicle that has entered the one-way lane and is in the last position leaves the one-way lane, the trackless trackless vehicle traveling in the opposite direction will be designated as the vehicle that has priority to enter the one-way lane.

[0035] In this embodiment, the seventh step is performed by the data analysis unit, the data transmission unit, and the gate control unit; This embodiment sets up a one-way lane for narrow lane sections that cannot meet the conditions for safe passing, thereby improving space utilization, triggering the lane locking function, and performing priority entry analysis on vehicles waiting to enter at both ends of the one-way lane. It can reasonably arrange the vehicle passage sequence, reduce vehicle waiting time, increase the passage volume of trackless rubber-tyred vehicles within a limited time, establish a vehicle avoidance section and a complete signal light control mechanism, and ensure the safe driving of vehicles in special lane sections. Example

[0036] As the third embodiment of the present invention, when the present application is specifically implemented, compared with the first and second embodiments, the technical solution of this embodiment is to combine the solutions of the first and second embodiments mentioned above for implementation.

[0037] This embodiment combines the advantages of the one-way driving control of embodiment one and the one-way lane control of embodiment two to form a more comprehensive and flexible underground auxiliary transportation system; it adapts to lanes of different types and conditions, and improves the adaptability and reliability of the entire underground transportation system; it effectively integrates resources, realizes accurate and efficient control of various complex transportation situations, and comprehensively improves the safety and efficiency of underground auxiliary transportation.

[0038] The above formulas are all dimensionless and numerical calculations. The formula is a formula for the most recent real situation obtained by collecting a large amount of data and performing software simulation. The preset parameters and thresholds in the formula are set by technicians in this field according to actual conditions.

[0039] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. The underground auxiliary transportation system based on vehicle-road collaborative positioning is characterized by: include: A data collection unit is used to collect underground transportation information, including the maximum body length of the trackless rubber-tyred vehicle, the actual length of the roadway section, the number of trackless rubber-tyred vehicles in the roadway section, the real-time position of all trackless rubber-tyred vehicles in the roadway section, and the pre-set safe driving distance between vehicles; A data processing unit is used to pre-process underground transportation information to obtain the maximum length occupied by a trackless rubber-tyred vehicle in the lane and the maximum vehicle capacity within the lane section; The data analysis unit is used to perform control and analysis on the rubber-tyred trackless vehicle used for underground transportation according to the underground transportation information and the results obtained by preprocessing, and obtain corresponding control signals according to the control and analysis results; A data transmission unit, used to transmit corresponding control signals to the gate control unit and the vehicle control unit respectively; The gate control unit is used to control the preset traffic lights at the entrance of the lane section to display in different colors according to the green light signal and the red light signal; The on-board control unit is used to control the preset on-board warning lights inside the relevant rubber-tyred trackless vehicle to display in different states according to the constant light signal or the flashing signal.

2. The underground auxiliary transportation system based on vehicle-road collaborative positioning according to claim 1 is characterized in that: The preprocessing method is as follows: StepA1: Extract the maximum length of the rubber-tyred trackless vehicle and the safe driving distance between vehicles, and mark them as LC max and LA; Step A2, through LS max =LC max +LA, calculate the maximum length LS occupied by a rubber-tyred trackless vehicle in the lane max ; StepA3, extract the actual length of the lane section and mark it as LX; StepA4, through N max =LX / LS max , calculate the maximum vehicle capacity N in the lane interval max .

3. The underground auxiliary transportation system based on vehicle-road collaborative positioning according to claim 2 is characterized in that: in, The control signals include green light signals and red light signals transmitted to the barrier control unit, and constant light signals or flashing signals transmitted to the on-board control unit.

4. The underground auxiliary transportation system based on vehicle-road collaborative positioning according to claim 3 is characterized in that: The control and analysis methods are as follows: First, the number of rubber-tyred trackless vehicles in the lane section is extracted and marked as NS; Then through Q=N max -NS, calculate the current interval vehicle capacity difference Q; When Q>0, a green light signal is generated; When Q=0, a red light signal is generated.

5. The underground auxiliary transportation system based on vehicle-road collaborative positioning according to claim 3 is characterized in that: The control and analysis methods are as follows: First, the real-time positions of all rubber-tyred trackless vehicles in the lane section are extracted, and based on the real-time positions of the rubber-tyred trackless vehicles in the lane, the actual driving distances between multiple adjacent rubber-tyred trackless vehicles are extracted and marked as LJ; Then, the driving determination factor E between adjacent rubber-tyred trackless vehicles is calculated through E=LJ-LA; When Q ≥ 0, a constant light signal is generated; When Q<0, a flash signal is generated.

6. The underground auxiliary transportation system based on vehicle-road collaborative positioning according to claim 4 is characterized in that: in, The on-board control unit controls the preset traffic light at the entrance of the lane section to display the green light in a constant green light form according to the green light signal, and the green light signal indicates that the rubber-tyred trackless vehicle is allowed to enter the lane section; The on-board control unit controls the preset traffic light at the entrance of the lane section to display a red light that is always on according to the red light signal, and the red light signal indicates that the rubber-tyred trackless vehicle is prohibited from entering the lane section.

7. The underground auxiliary transportation system based on vehicle-road collaborative positioning according to claim 5 is characterized in that: in, The on-board control unit controls the preset on-board warning light inside the relevant rubber-tyred trackless vehicle to be in a constant light state according to the constant light signal; The on-board control unit controls a preset on-board warning light inside the relevant rubber-tyred trackless vehicle to be in a flashing state according to the flashing signal.

8. The underground auxiliary transportation system based on vehicle-road collaborative positioning according to claim 7 is characterized in that: in, The relevant rubber-tyred trackless vehicle receiving the steady signal or the flashing signal refers to the trackless rubber-tyred vehicle at the rear among the adjacent rubber-tyred trackless vehicles according to the traveling direction.

9. The underground auxiliary transportation system based on vehicle-road collaborative positioning according to claim 1 is characterized in that: The tunnel section refers to one of the driving areas after the underground tunnel is divided into multiple driving areas.

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