A guidance and steering protection system for an electronically guided rubber-tyred vehicle

Abstract

The application discloses a guide steering protection system for an electronic guide rubber-tyred vehicle, which comprises a sensor, a CAN bus, a main central controller MCU, a vehicle controller VCU and a steering actuator; the collected value of the sensor is taken as the input of the vehicle controller, and the sampling value is transmitted to the main central controller MCU through the CAN bus; when it is detected that the vehicle is in a preset risk state scene, the main central controller MCU sends a protection instruction corresponding to a preset protection situation to the vehicle controller VCU, and executes a protection measure through the steering actuator and the braking system. The system innovates the mode of realizing vehicle guide protection of a traditional vehicle, is designed based on the intelligent requirement of an electronic guide rubber-tyred vehicle, realizes guide protection in a program logic intelligent control mode, and based on the coordination of angle protection, tracking control protection and steering control protection and other functions, ensures the safety of the whole process in the process of autonomous guide control of the guide system of the electronic guide rubber-tyred vehicle.

Description

Technical Field

[0001] This invention belongs to the field of rail transit technology, and in particular relates to a steering and protection system for electronically guided rubber-tired vehicles. Background Technology

[0002] In recent years, urban rail transit systems have developed rapidly, with automatic driving and electronic control technologies driving their transformation towards intelligence and connectivity. Electronically guided rubber-tired vehicles (ETVs) represent a new mode of transportation in urban rail transit systems. They possess an intelligent operating system, enabling automatic driving and autonomous guidance. Currently, the guidance system of ETVs is intelligent, capable of coordinated following control and trajectory control. The design of the autonomous guidance system is an indispensable and crucial component of overall vehicle safety; to ensure its stability, a guidance protection system is necessary.

[0003] Existing guidance and protection systems are mainly based on traditional train mechanical guidance structures, which are no longer suitable for electronically guided rubber-wheeled vehicles. Utility model CN215826663U proposes a steering protection device for autonomous vehicles, directly mounting the mechanical structure onto the vehicle body, avoiding the need to install guardrails directly on the driving line. Patent CN113771840A designs a guidance and obstacle avoidance control method for autonomous vehicles, which obtains the static parameters of road crash barriers and controls the angle between the vehicle and the barriers to prevent collisions, thus achieving guidance and obstacle avoidance. While these measures provide some guidance and protection, they all require external equipment or devices and are insufficient to meet the intelligent requirements of electronically guided rubber-wheeled vehicles.

[0004] Based on this, the present invention designs a steering protection system for electronically guided rubber-tired vehicles. This protection system can meet the intelligent requirements of the autonomous steering system of electronically guided rubber-tired vehicles, match the important functions of the autonomous steering system, and ensure the driving safety of electronically guided rubber-tired vehicles. Summary of the Invention

[0005] This invention addresses the problems of low intelligence and complex structure in existing guidance and protection systems by designing a guidance and steering protection system for electronically guided rubber-wheeled vehicles. This system fully considers the intelligence requirements of the guidance system in electronically guided rubber-wheeled vehicles, ensuring the stability and safety of the guidance system during operation.

[0006] This invention discloses a steering protection system for electronically guided rubber-tired vehicles, comprising sensors, a CAN bus, a main central controller (MCU), a vehicle control unit (VCU), and steering actuators. The sensor's sampled values ​​serve as input to the VCU and are transmitted to the MCU via the CAN bus. The MCU analyzes the sampled values, and when it detects that the vehicle is in a preset risk state, it issues a protection command corresponding to the preset protection scenario to the VCU. The VCU then implements the protection measures through the steering actuators and braking system. The preset protection scenarios include angle protection, tracking control protection, steering control protection, process protection, speed protection, and angular velocity protection.

[0007] Furthermore, the main central controller MCU is used for vehicle control model calculation, data transmission and storage control, and dispatch center communication control. The main central controller MCU has a total of 6 processes, of which process 1 is a shared memory process, responsible for inter-process communication; process 2 is a VCU process, responsible for communicating with the vehicle VCU according to the protocol and reading and writing shared memory; process 3 is an EPS process, responsible for communicating with the servo drive and inverter according to the protocol and reading and writing shared memory; process 4 is an RDS process, responsible for communicating with the magnetic nail tracking system and reading and writing shared memory, and reading inertial navigation and angle sensor messages; process 5 is an HMI process, responsible for real-time monitoring of the status of each process and alarming, and also responsible for debugging the communication function of the software; process 6 is a CAM process, responsible for real-time reading of the lane lines and obstacle information of the camera and reading and writing shared memory.

[0008] Furthermore, the main central controller MCU adopts a dual-redundancy structure. The two main central controller MCUs communicate with the CAN network via Ethernet and are connected through a master-slave switching output. The two main central controller MCUs are distinguished by their primary and secondary roles and have their own process states. When the main MCU detects an abnormality in the vehicle control system process or a link abnormality, it considers the main MCU to be abnormal and transmits the abnormal status to the backup MCU. At the same time, it shuts down the output signal channels of each process of the main MCU. After receiving the abnormal information from the main MCU, the backup MCU checks its own status. If its status is normal, it takes over control and opens the communication channels of each process of the backup MCU. Otherwise, it reports a system fault to the vehicle.

[0009] Furthermore, the system is also connected to a slave central controller (SCU) via a CAN bus. The slave SCU assists the master central controller (MCU) in performing dual-redundancy logic judgments and records and backs up MCU data. The slave SCU has six processes: Process 1 is the MCU process, responsible for communication with the two MCUs and participating in the dual-redundancy logic judgments of the MCUs; Process 2 is the BACKUP process, responsible for backing up important data in the MCU program to facilitate the review of vehicle operating status and control strategies; Process 3 is the GPS process, responsible for receiving GPS data, locating the vehicle's current position, obtaining time synchronization, and synchronizing the system time; Process 4 is the LIDAR process, responsible for receiving raw LiDAR data and using algorithms to process and output the position and size of obstacles; Process 5 is the 4G process, responsible for participating in scheduling, receiving authorization commands, and sending the vehicle's current data; Process 6 is the WIFI process, responsible for automatically transmitting vehicle control data for maintenance personnel to judge the vehicle's operating status and participate in maintenance. When a problem occurs in the process communication of the slave SCU, a warning message needs to be sent to the master central controller (MCU), which will then perform process protection operations and force the vehicle to brake.

[0010] Furthermore, the sensors include angle and attitude sensors and speed sensors; the angle and attitude sensors include inertial navigation and angle sensors, used to measure the angle, angular velocity, and acceleration of the vehicle body, wherein the angle, angular velocity, and acceleration are each divided into three directions: x, y, and z; the speed sensor is used to measure the speed of the vehicle body.

[0011] Furthermore, during angle protection, an angle and attitude sensor is installed on each left and right side of each articulation point of the electronically guided rubber-tired bogie. If the angle value difference between the two angle and attitude sensors at the same articulation point exceeds a preset threshold, the angle and attitude sensor is considered faulty, triggering forced braking of the vehicle. If the angle change rate of the currently used angle and attitude sensor at the same articulation point exceeds a preset threshold, the angle and attitude sensor is considered detached, triggering forced braking of the vehicle. If the message status of the currently used angle and attitude sensor is lost, the angle and attitude sensor is considered to be faulty. A malfunction in the attitude sensor triggers forced braking of the vehicle. The main central controller MCU calculates the absolute attitude angle of each vehicle body relative to the ground by integrating the angular velocity measured by the angle and attitude sensors. Subtracting the absolute attitude angles of two vehicle bodies yields the vehicle's articulation angle. When the articulation angle exceeds a preset threshold, an "articulation angle too large" alarm is triggered. When the articulation angle exceeds the over-limit threshold, an "articulation angle over-limit" alarm is triggered, and the vehicle is forced to brake. The vehicle's guidance system periodically transmits the maximum absolute value of the articulation angle to the vehicle control and management system TCMS via the CAN bus communication network, i.e., the CANOPEN network, and displays it on the graphics card DDU.

[0012] Furthermore, when the electronically guided rubber-wheeled vehicle enters the autonomous driving state, it needs to perform tracking control protection. When performing tracking protection, if the communication between the main central controller MCU and the vehicle controller VCU is interrupted, the system will automatically exit the autonomous driving state and trigger the vehicle's forced braking. If the torque of the servo motor corresponding to the steering wheel is greater than the preset value, the system will automatically exit the autonomous driving state.

[0013] Furthermore, the electronically guided rubber-tired vehicle has a multi-bogie structure, with each bogie equipped with a steering actuator unit. The steering actuator unit includes a servo motor, a servo driver, a frequency converter, a hydraulic power assist motor, and a steering gear. To ensure the normal operation of the electronically guided rubber-tired vehicle's steering, the system is equipped with steering control protection. When steering control protection is activated, if the servo driver or frequency converter of the steering actuator unit malfunctions and the main central controller MCU receives a fault code, the vehicle will be forced to brake. If communication between the main central controller MCU and the servo driver or frequency converter is interrupted, the vehicle will be forced to brake.

[0014] Furthermore, the control system of the electronically guided rubber-wheeled vehicle is coordinated and controlled by multiple processes. When a communication problem occurs in one of the processes, process protection is required. When process protection is performed, if the VCU process of the main central controller MCU cannot detect the heartbeat of another process, the main central controller MCU immediately performs process protection and forces the vehicle to brake. At the same time as the vehicle is forced to brake, the main central controller MCU performs process detection and transmits the detection results to the vehicle display interface.

[0015] Furthermore, during speed protection, the speed sensor transmits data to the vehicle control unit (VCU). Based on the vehicle speed returned by the VCU, when the vehicle speed exceeds a preset high-speed threshold, the main control unit (MCU) determines that the vehicle is traveling at high speed in a straight line. The MCU then controls the vehicle to decelerate until the vehicle speed is reduced to within a low-speed threshold. During angular velocity protection, if the angle and attitude sensors detect that the vehicle's angular velocity or acceleration exceeds a preset threshold or the magnitude of the change exceeds a preset range, the MCU will trigger protection, limiting the value of the received angle and attitude sensor messages to within the preset threshold range. If the vehicle's speed and acceleration change rate exceeds the preset range, it is considered that an accident has occurred, triggering forced braking of the vehicle.

[0016] Compared with the prior art, the significant progress of the present invention is as follows: 1) The system innovates the traditional method of vehicle guidance protection, and is designed based on the intelligent requirements of electronically guided rubber-wheeled vehicles, and adopts a program logic intelligent control method to achieve guidance protection; 2) The system ensures the safety of the entire process of autonomous guidance control of electronically guided rubber-wheeled vehicles by coordinating the functions of angle protection, tracking control protection and steering control protection.

[0017] To more clearly illustrate the functional characteristics and structural parameters of the present invention, further explanation is provided below in conjunction with the accompanying drawings and specific embodiments. Attached Figure Description

[0018] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0019] Figure 1 This is a basic architecture diagram of a steering protection system for electronically guided rubber-tired vehicles.

[0020] Figure 2 A diagram illustrating the protection mechanism of a steering protection system for electronically guided rubber-tired vehicles;

[0021] Figure 3 This is a schematic diagram of the process protection process;

[0022] Figure 4 This is a schematic diagram of the tracking control and protection process;

[0023] Figure 5 This is a schematic diagram of the angle protection process;

[0024] Figure 6 This is a schematic diagram of the steering control and protection process;

[0025] Figure 7 This is a schematic diagram of the speed and angular velocity protection process. Detailed Implementation

[0026] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0027] like Figure 1 As shown, Figure 1This diagram illustrates the basic architecture of a steering protection system for electronically guided rubber-tired vehicles. The system includes sensors, a CAN bus, a main central controller (MCU), a master / slave switch output, and steering actuators. Sensor data serves as input to the vehicle controller (VCU), and is transmitted via the CAN bus to the MCU. The MCU analyzes the data and, upon detecting a preset protection condition, sends a corresponding protection command to the VCU. The VCU then executes protective measures, such as issuing warnings or applying forced braking, through the steering actuators. The MCU employs a dual-redundancy structure, switching between the master and backup MCUs via the master / slave switch output.

[0028] Specifically, in this embodiment, the sensors include angle and attitude sensors. These sensors are primarily used to measure the angle, angular velocity, and acceleration of the vehicle body. Angle, angular velocity, and acceleration are each measured in three directions: x, y, and z. The x-direction represents the vehicle's velocity direction, the y-direction represents the velocity direction perpendicular to the vehicle, and the z-direction represents the direction perpendicular to the ground, totaling nine parameters. The angle and attitude sensors transmit the measured data to the main central controller (MCU), which determines whether to implement protective measures such as angle protection, tracking control protection, steering control protection, and speed protection. Due to the special installation of the angle and attitude sensors, the angle values ​​are significantly affected by magnetic fields, resulting in poor numerical accuracy and making them unsuitable for vehicle control. Angular velocity and acceleration, however, are not affected by the geomagnetic field and rely on other sensors, exhibiting better numerical accuracy and are used for vehicle tracking control and tracking control protection. The MCU calculates the absolute attitude angle of each vehicle body relative to the ground by integrating the angular velocity. Subtracting the absolute attitude angles of two vehicle sections yields the articulation angle. The angular velocity in the z-direction, i.e., the yaw rate, can currently be used for the lead vehicle's tracking control. Acceleration is used to monitor the lateral and longitudinal acceleration of a vehicle. When the lateral acceleration of a vehicle changes abruptly, it is considered that an accident has occurred, and special protection measures can be designed. It also detects road conditions and cooperates with vehicle tracking control. When the vertical acceleration of a vehicle changes abruptly, it maintains the steering wheel angle in tracking mode to ensure that the vehicle travels smoothly when passing through potholes and uneven road sections.

[0029] like Figure 2 As shown, Figure 2 This diagram illustrates the protection mechanism of a steering protection system for electronically guided rubber-tired vehicles. The vehicle control system monitors vehicle data and, when a preset protection condition occurs, executes protective measures via the steering actuator. The preset protection conditions include angle protection, traction control protection, steering control protection, process protection, speed protection, and angular velocity protection.

[0030] like Figure 3 As shown, Figure 3This is a schematic diagram of the process protection process. The control system of the electronically guided rubber-wheeled vehicle is coordinated and controlled by multiple processes. When a communication problem occurs in one of the processes, such as the VCU process failing to detect the heartbeat of another process, the main central controller MCU immediately performs process protection, forcing the vehicle to brake. Simultaneously with the forced braking, the process detection results are transmitted to the vehicle display interface. The specific process protection process is as follows: After setting a timer for a fixed period, the process number is checked, and the current process count is incremented by 1. Then, it is checked whether the count is equal to the previous count value. If not, the process status is normal; if so, the error is checked whether it is greater than the error period. When the error is not greater than the error period, the error is incremented, and the process number is checked again after setting the timer for a fixed period. When the error is greater than the error period, the process status is determined to be abnormal, and forced braking is implemented.

[0031] like Figure 4 As shown, Figure 4 This is a schematic diagram of the tracking control protection process. The electronically guided rubber-wheeled vehicle is equipped with an automatic driving system. The onboard guidance system can determine the status of the vehicle driving mode selection button through messages sent by the entire vehicle, and determine whether to enter the automatic driving mode. In the automatic driving mode, the vehicle needs to be protected. The tracking control protection process is as follows: When the guidance knob is in the normal position, it is determined whether the tracking system is normal and whether the tracking status flag indicates an automatic driving mode. If both conditions are met, the vehicle enters the tracking mode; otherwise, forced braking is performed. After the vehicle is forcibly braked, it is determined whether the guidance knob is deactivated. If it is deactivated, the forced braking is released; otherwise, the vehicle remains in the forced braking state. Specifically, in this embodiment, the electronically guided rubber-wheeled vehicle uses angle and attitude sensors, speed sensors, etc., to detect the vehicle's attitude information, thereby increasing the overlap rate between the vehicle and the preset virtual track in the forward direction and reducing the impact of external environmental interference on the tracking control of the electronically guided rubber-wheeled vehicle, thus ensuring its overall tracking control performance. The safety of the vehicle during automatic tracking needs to be fully considered; therefore, protection is required for its tracking control process. When the system designed in this invention detects that the vehicle is in autonomous driving mode, the communication between the main central controller (MCU) and the tracking controller (NCU) is normal, and the tracking controller (NCU) feeds back the magnetic nail system status as "magnetic track navigable," at which point the vehicle enters the magnetic nail tracking driving mode. In tracking mode, the vehicle's first steering control axis is controlled by the tracking system, the second steering control axis is connected to the first steering control axis via a mechanical structure, and the steering control axes of other following vehicles are coordinated and controlled by the guidance system. If the communication between the main central controller (MCU) and the vehicle controller (VCU) is interrupted, the system automatically exits the autonomous driving mode and triggers forced braking.

[0032] like Figure 5 As shown, Figure 5This is a schematic diagram of the angle protection process. During autonomous guidance, electronically guided rubber-tired vehicles need to constantly adjust their articulation angle. If the articulation angle is too large, the vehicle is prone to dangerous phenomena such as fishtailing and folding; therefore, angle protection is necessary. When the vehicle angle acquisition device receives a lost message or exhibits an abnormal frequency, or the angle sensor value jumps, or the angle value is too large, or the value at the same articulation point differs significantly at the same time, forced braking of the vehicle is executed. Specifically, in this embodiment, an angle and attitude sensor is installed on the left and right sides of each articulated bogie articulation point. If the difference between the values ​​of the two angle sensors at the same hinge point is greater than a preset threshold, the angle and attitude sensors are considered faulty, triggering forced braking of the vehicle. If the rate of change of the angle of the currently used angle sensor at the same hinge point is greater than a preset threshold, the angle sensor is considered detached, triggering forced braking of the vehicle. If the message status of the currently used angle sensor is lost, the angle sensor is considered faulty, triggering forced braking of the vehicle. When the hinge angle is greater than a preset threshold, a "hinge angle too large" alarm is triggered. When the hinge angle is greater than the over-limit threshold, a "hinge angle over-limit" alarm is triggered, triggering forced braking of the vehicle. The guidance system periodically transmits the maximum absolute value of the hinge angle to the vehicle control and management system TCMS via the CANOPEN network and displays it on the graphics card DDU.

[0033] like Figure 6 As shown, Figure 6 This is a schematic diagram of the steering control protection process. The steering control measurement of the electronically guided rubber-tired vehicle's steering system can provide angle control and path following for the entire bogie under conditions of single steering operation or even no steering operation, even for vehicles with multi-carriage and multi-steering-axle running structures. Furthermore, the electronically guided rubber-tired vehicle's steering system can achieve coordinated steering control of the vehicle based on data transmitted from sensors. The electronically guided rubber-tired vehicle has a multi-bogie structure, with each bogie equipped with a steering actuator unit, namely a servo motor, servo driver, frequency converter, hydraulic power assist motor, and steering gear. Ensuring the normal operation of the electronically guided rubber-tired vehicle's steering system is the foundation for autonomous steering control. The steering control protection process is as follows: Based on this, the invention sets up a protection mechanism within the system. When a steering actuator malfunctions, the control process is abnormal, the angle sensor malfunctions, or the main / backup communication fails, and the main central controller MCU receives the corresponding fault code, forced braking protection is triggered; when the communication between the main central controller MCU and the servo driver or frequency converter is interrupted, forced braking is triggered.

[0034] like Figure 7 As shown, Figure 7This is a schematic diagram of the speed and angular velocity protection process. The speed protection process is as follows: a fixed timing period is set, then the difference between the current angle value and the angle value of the previous period is calculated. If the absolute value of this difference multiplied by the change coefficient is greater than a critical value, forced braking is initiated; otherwise, the process returns and is re-evaluated. Specifically, in this embodiment, the electronically guided rubber-wheeled vehicle, based on the vehicle speed transmitted back by the vehicle controller (VCU), determines that the vehicle is in a straight-line high-speed driving state when the vehicle speed exceeds a preset high-speed threshold. The MCU controls the vehicle to decelerate until the vehicle speed is reduced to within a low-speed threshold. The angular velocity protection process is as follows: if the angle and attitude sensors detect that the vehicle's angular velocity or acceleration exceeds a preset threshold or the change amplitude exceeds a preset range, the MCU will trigger protection, limiting the value of the received angle and attitude sensor messages to within the preset threshold range. If the vehicle's speed and acceleration change abruptly, it is considered that an accident has occurred, and forced braking of the vehicle is triggered.

[0035] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0036] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A steering protection system for electronically guided rubber-tired vehicles, characterized in that, The system includes sensors, a CAN bus, a main central controller (MCU), a vehicle control unit (VCU), and steering actuators. The sensor samples serve as input to the VCU and are transmitted to the MCU via the CAN bus. The MCU analyzes the samples, and when it detects that the vehicle is in a preset risk state, it sends a corresponding preset protection command to the VCU. The VCU then implements the protection measures through the steering actuators and braking system. These preset protection scenarios include angle protection, tracking control protection, steering control protection, process protection, speed protection, and angular velocity protection.

2. The steering protection system for electronically guided rubber-tired vehicles according to claim 1, characterized in that, The main central controller (MCU) is used for vehicle control model calculation, data transmission and storage control, and dispatch center communication control. The MCU contains six processes: Process 1 is a shared memory process responsible for inter-process communication; Process 2 is the VCU process, responsible for communicating with the vehicle's VCU according to the protocol and reading / writing shared memory; Process 3 is the EPS process, responsible for communicating with the servo drive and inverter according to the protocol and reading / writing shared memory; Process 4 is the RDS process, responsible for communicating with the magnetic nail tracking system and reading / writing shared memory, while also reading messages from the inertial navigation and angle sensors; Process 5 is the HMI process, responsible for real-time monitoring of the status of each process and issuing alarms, while also debugging the software's communication functions; and Process 6 is the CAM process, responsible for real-time reading of lane lines and obstacle information from the camera and reading / writing shared memory.

3. A steering protection system for electronically guided rubber-tired vehicles according to claim 1 or 2, characterized in that, The main central controller MCU adopts a dual-redundancy structure. The two main central controller MCUs communicate with the CAN network via Ethernet and are connected through a master-slave switching output. The two main central controller MCUs have a master and slave distinction and their own process states. When the master MCU detects an abnormality in the vehicle control system process or a link abnormality, it considers the master MCU to be abnormal. The master MCU transmits the abnormal status to the slave MCU and shuts down the output signal channels of each process of the master MCU. After receiving the abnormal information from the master MCU, the slave MCU checks its own status. If its status is normal, it takes over control and opens the communication channels of each process of the slave MCU. Otherwise, it reports a system fault to the vehicle.

4. A steering protection system for electronically guided rubber-tired vehicles according to claim 1, characterized in that, The system is also connected to a slave central controller (SCU) via a CAN bus. The slave SCU assists the master central controller (MCU) in performing dual-redundancy logic judgments and recording and backing up MCU data. The slave SCU has six processes: Process 1 is the MCU process, responsible for communication with the two MCUs and participating in MCU dual-redundancy logic judgments; Process 2 is the BACKUP process, responsible for backing up important data in the MCU program for easy review of vehicle operating status and control strategies; Process 3 is the GPS process, responsible for receiving GPS data, locating the vehicle's current position, obtaining time synchronization, and synchronizing the system time; Process 4 is the LIDAR process, responsible for receiving raw LiDAR data and using algorithms to output the position and size of obstacles; Process 5 is the 4G process, responsible for participating in scheduling, receiving authorization commands, and sending current vehicle data; Process 6 is the WIFI process, responsible for automatically transmitting vehicle control data for maintenance personnel to judge vehicle operating status and participate in maintenance. When communication between the slave SCU processes fails, a warning message needs to be sent to the master central controller (MCU), which will then perform process protection operations and force the vehicle to brake.

5. A steering protection system for electronically guided rubber-tired vehicles according to claim 1, characterized in that, The sensors include an angle and attitude sensor and a speed sensor; the angle and attitude sensor is used to measure the angle, angular velocity, and acceleration of the vehicle body, wherein the angle, angular velocity, and acceleration are each divided into three directions: x, y, and z; the speed sensor is used to measure the speed of the vehicle body.

6. A steering protection system for electronically guided rubber-tired vehicles according to claim 1, characterized in that, During angle protection, an angle and attitude sensor is installed on each left and right side of each articulated bogie of the electronically guided rubber-tired vehicle. If the angle values ​​of the two angle and attitude sensors at the same articulated point differ from a preset threshold, the angle and attitude sensor is considered faulty, triggering forced braking of the vehicle. If the rate of change of the angle of the currently used angle and attitude sensor at the same articulated point exceeds a preset threshold, the angle and attitude sensor is considered detached, triggering forced braking of the vehicle. If the message status of the currently used angle and attitude sensor is lost, the angle and attitude sensor is considered to be faulty. Sensor malfunction triggers forced braking of the vehicle; the main central controller MCU calculates the absolute attitude angle of each vehicle body relative to the ground by integrating the angular velocity measured by the angle and attitude sensors, and calculates the vehicle's articulation angle by subtracting the absolute attitude angles of two vehicle bodies. When the articulation angle is greater than a preset threshold, an "articulation angle too large" alarm is triggered; when the articulation angle is greater than the over-limit threshold, an "articulation angle over-limit" alarm is triggered, and the vehicle is forced to brake; the vehicle's guidance system periodically transmits the maximum absolute value of the articulation angle to the vehicle control and management system TCMS through the CAN bus communication network, i.e., the CANOPEN network, and displays it on the graphics card DDU.

7. A steering protection system for electronically guided rubber-tired vehicles according to claim 1, characterized in that, When the electronically guided rubber-wheeled vehicle enters the autonomous driving state, it needs to perform tracking control protection. When performing tracking protection, if the communication between the main central controller MCU and the vehicle controller VCU is interrupted, the system will trigger the vehicle to brake in force. If the torque of the servo motor corresponding to the steering wheel is greater than the preset value, the system will automatically exit the autonomous driving state.

8. A steering protection system for electronically guided rubber-tired vehicles according to claim 1, characterized in that, The electronically guided rubber-tired vehicle has a multi-bogie structure, with each bogie equipped with a steering actuator unit. The steering actuator unit includes a servo motor, a servo driver, a frequency converter, a hydraulic power assist motor, and a steering gear. To ensure the normal operation of the electronically guided rubber-tired vehicle's steering, the system is equipped with steering control protection. When steering control protection is activated, if the servo driver or frequency converter of the steering actuator unit malfunctions and the main central controller MCU receives a fault code, the vehicle will be forced to brake. If the communication between the main central controller MCU and the servo driver or frequency converter is interrupted, the vehicle will be forced to brake.

9. A steering protection system for electronically guided rubber-tired vehicles according to claim 3, characterized in that, The control system of the electronically guided rubber-wheeled vehicle is coordinated and controlled by multiple processes. When a communication problem occurs in one of the processes, process protection is required. When process protection is performed, if the VCU process of the main central controller MCU cannot detect the heartbeat of another process, the main central controller MCU immediately performs process protection and forces the vehicle to brake. At the same time as the vehicle is forced to brake, the main central controller MCU performs process detection and transmits the detection results to the vehicle display interface.

10. A steering protection system for electronically guided rubber-tired vehicles according to claim 1, characterized in that, When speed protection is activated, the speed sensor transmits data to the vehicle controller. Based on the vehicle speed returned by the vehicle controller (VCU), if the vehicle speed exceeds a preset high-speed threshold, the main central controller (MCU) determines that the vehicle is traveling at high speed in a straight line. The MCU then controls the vehicle to decelerate until the vehicle speed is reduced to within a low-speed threshold. When angular velocity protection is activated, if the angle and attitude sensors detect that the vehicle's angular velocity or acceleration exceeds a certain threshold or the change range exceeds a preset range, the main central controller (MCU) will trigger protection, limiting the value of the received angle and attitude sensor messages to within a preset threshold range. If the vehicle's speed and acceleration change rate exceeds a preset range, it is considered that an accident has occurred, triggering forced braking of the vehicle.

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