Automatic vehicle driving system based on automatic assembly line of coal mine

Abstract

The invention provides a vehicle automatic driving system based on a coal mine automatic assembly line, which comprises a vehicle-mounted subsystem, a ground subsystem and a wireless transmission subsystem, and is characterized in that the vehicle-mounted subsystem comprises an automatic driving host unit, a brake control interface device and a traction control interface device; the brake control interface device and the traction control interface device are respectively in communication connection with the automatic driving host unit; the ground subsystem comprises an automatic driving management unit and a remote vehicle control management unit, and the remote vehicle control management unit is in communication connection with the automatic driving management unit; the wireless transmission subsystem comprises a three-in-one combined antenna and a wireless communication unit, and the three-in-one combined antenna and the wireless communication unit build a wireless channel and are used for receiving a vehicle control instruction of the ground subsystem and then sending the vehicle control instruction to the automatic driving host unit. According to the scheme, the problem that in coal mine assembly line operation in the prior art, automatic linkage of the vehicle and the loading station cannot be achieved, and consequently the loading efficiency is low is solved.

Description

Technical Field

[0001] The present application relates to the field of automation technology, and in particular to a vehicle automatic driving system based on a coal mine automatic assembly line. Background Art

[0002] At present, the coal mine assembly line mainly relies on the joint control between the driver and the assembly station radio, and manually drives the train to align and run at a low speed. After the driver operates the empty car group to run near the assembly line, he controls the train to stop and contacts the assembly line control center through the radio to inform that the train has arrived at the designated location. After confirming the information, the control center tells the driver to pull the train forward to align. At the same time, the assembly operation control system of the control center starts the conveyor belt to complete the coal unloading work. After the first carriage of the train arrives at the designated transfer location, the control center tells the driver to stop through the radio. After confirming that the parking position is suitable, the control center lowers the hopper to discharge the material, and informs the driver to start pulling the train forward at a low speed. After receiving the instruction, the driver controls the train to run at a low speed. At the same time, the assembly system starts to control the hopper to automatically load coal. During the assembly process, if an abnormal situation occurs, the control center needs to contact the driver through the radio to perform a series of complex operations such as stopping, backing up, and pulling forward. In the existing coal mine assembly line operation, it is impossible to realize the automatic linkage between the vehicle and the loading station, resulting in low loading efficiency. Summary of the invention

[0003] The main purpose of this application is to provide a vehicle automatic driving system based on a coal mine automatic assembly line, so as to at least solve the problem in the prior art that the automatic linkage between the vehicle and the loading station cannot be achieved in the operation of the coal mine assembly line, resulting in low loading efficiency.

[0004] In order to achieve the above-mentioned purpose, according to one aspect of the present application, there is provided a vehicle automatic driving system based on a coal mine automatic assembly line, comprising: an on-board subsystem, comprising an automatic driving host unit, a brake control interface device and a traction control interface device, wherein the brake control interface device and the traction control interface device are respectively communicated with the automatic driving host unit, wherein the automatic driving host unit is used to perform automatic driving operations and generate control instructions, the brake control interface device is used to receive a first group of control instructions of the automatic driving host unit, the first group of control instructions is used to control the vehicle braking system to perform corresponding operations, and the traction control interface device is used to receive a second group of control instructions of the automatic driving host unit A group of control instructions, wherein the second group of control instructions is used to control the vehicle traction system to perform corresponding operations; a ground subsystem, including an automatic driving management unit and a remote vehicle control management unit, wherein the remote vehicle control management unit is communicatively connected with the automatic driving management unit, wherein the automatic driving management unit is used to realize the functions of vehicle registration management, real-time display, and playback of vehicle operation information, and the remote vehicle control management unit is used to remotely control the vehicle; a wireless transmission subsystem, including a three-in-one combination antenna and a wireless communication unit, wherein the three-in-one combination antenna and the wireless communication unit establish a wireless channel for receiving vehicle control instructions from the ground subsystem, and then sending the vehicle control instructions to the automatic driving host unit.

[0005] Optionally, the vehicle-mounted subsystem also includes a human-computer interaction unit, which is communicatively connected to the automatic driving host unit, and the human-computer interaction unit includes a visual interface and touch or physical buttons for displaying the control results of the automatic driving host unit and enabling the driver to confirm and provide feedback on the control results.

[0006] Optionally, the vehicle-mounted subsystem also includes a LKJ speed sensor, which is installed on the wheel axle of the vehicle and is used to collect the running speed of the vehicle. The LKJ speed sensor communicates with the automatic driving host unit, and the automatic driving host unit controls the running speed of the vehicle according to the running speed of the vehicle collected by the LKJ speed sensor.

[0007] Optionally, the automatic driving host unit applies a feedback regulation system and a PID control principle to control the running speed of the vehicle according to the running speed of the vehicle collected by the LKJ speed sensor, wherein the PID control principle is a cascade PID control principle.

[0008] Optionally, the automatic driving host unit applies a vehicle multi-particle model to achieve speed control and position control of the vehicle.

[0009] Optionally, the wireless communication unit includes a radio station, and the wireless communication unit adopts a WLAN dual redundant channel design.

[0010] Optionally, the ground subsystem also includes an RFID positioning transponder, which communicates with the autonomous driving host unit, and the RFID positioning transponder is used to send the positioning information of the vehicle to the autonomous driving host unit.

[0011] Optionally, the remote vehicle control management unit includes a display module, and a variety of controls are displayed in the display module, including: automatic driving control, start control, auxiliary mode control, check confirmation control, start control and emergency stop control.

[0012] Optionally, the automatic driving management unit also includes a storage module, which is used to store operating information of the vehicle.

[0013] Optionally, the communication protocol adopted by the wireless transmission subsystem for data communication is EN50159.

[0014] Applying the technical solution of the present application, a vehicle automatic driving system based on a coal mine automatic assembly line includes an on-board subsystem, a ground subsystem and a wireless transmission subsystem. The on-board subsystem includes an automatic driving host unit, a brake control interface device and a traction control interface device. The brake control interface device and the traction control interface device are respectively connected to the automatic driving host unit for communication, wherein the automatic driving host unit is used to perform automatic driving operations and generate control instructions, the brake control interface device is used to receive a first group of control instructions from the automatic driving host unit, the first group of control instructions is used to control the vehicle braking system to perform corresponding operations, and the traction control interface device is used to receive a second group of control instructions from the automatic driving host unit, the second group of control instructions is used to control the vehicle traction system to perform corresponding operations; the ground subsystem includes an automatic driving management unit and a remote vehicle control management unit, the remote vehicle control management unit is connected to the automatic driving management unit for communication, wherein the automatic driving management unit is used to realize the functions of vehicle registration management, real-time display, and playback of vehicle operation information, and the remote vehicle control management unit is used to remotely control the vehicle; the wireless transmission subsystem includes a three-in-one combined antenna and a wireless communication unit, the three-in-one combined antenna and the wireless communication unit build a wireless channel for receiving vehicle control instructions from the ground subsystem, and then sending the vehicle control instructions to the automatic driving host unit. In this solution, the on-board subsystem realizes information reception and transmission, control command calculation and execution, the ground subsystem realizes vehicle registration management, real-time monitoring, command sending and remote control of the vehicle, and the wireless transmission subsystem adopts WLAN dual redundant channel design to ensure communication between the on-board subsystem and the ground subsystem, solving the problem of low loading efficiency caused by the inability to realize automatic linkage between vehicles and loading stations in coal mine assembly line operations in the prior art. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] The drawings constituting part of the present application are used to provide a further understanding of the present application. The exemplary embodiments and descriptions of the present application are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0016] Figure 1 A schematic diagram of a vehicle automatic driving system based on a coal mine automatic assembly line according to an embodiment of the present application is shown;

[0017] Figure 2 A schematic diagram of the architecture of an onboard subsystem of a vehicle automatic driving system based on a coal mine automatic assembly line according to an embodiment of the present application is shown;

[0018] Figure 3 A schematic diagram of the architecture of a ground subsystem of a vehicle automatic driving system based on a coal mine automatic assembly line according to an embodiment of the present application is shown;

[0019] Figure 4A schematic diagram of the overall architecture of a vehicle automatic driving system based on a coal mine automatic assembly line according to an embodiment of the present application is shown;

[0020] Figure 5 A structural diagram of a cascade PID control of a vehicle automatic driving system based on a coal mine automatic assembly line according to an embodiment of the present application is shown;

[0021] Figure 6 A schematic diagram of a multi-particle model of a vehicle automatic driving system based on a coal mine automatic assembly line according to an embodiment of the present application is shown.

[0022] The above drawings include the following reference numerals:

[0023] 01. Vehicle automatic driving system based on coal mine automatic assembly line; 10. On-board subsystem; 11. Automatic driving host unit; 12. Brake control interface device; 13. Traction control interface device; 14. Human-computer interaction unit; 15. LKJ speed sensor; 20. Ground subsystem; 21. Automatic driving management unit; 210. Storage module; 22. Remote vehicle control management unit; 220. Display module; 23. RFID positioning transponder; 30. Wireless transmission subsystem; 31. Three-in-one combination antenna; 32. Wireless communication unit. DETAILED DESCRIPTION

[0024] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0025] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present application.

[0026] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present application described here. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0027] As introduced in the background technology, in the prior art, the coal mine assembly line mainly relies on the joint control of the driver and the assembly station radio station, and manually drives the train to align and run at a low speed. In order to solve the problem that the automatic linkage between the vehicle and the loading station cannot be achieved during the operation of the coal mine assembly line, resulting in low loading efficiency, the embodiment of the present application provides a vehicle automatic driving system based on the coal mine automatic assembly line.

[0028] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the accompanying drawings in the embodiments of the present invention.

[0029] The schematic diagram of the vehicle automatic driving system based on the coal mine automatic assembly line provided in the embodiment of the present application is as follows Figure 1 As shown, the vehicle automatic driving system 01 based on the coal mine automatic assembly line includes a vehicle-mounted subsystem 10, a ground subsystem 20 and a wireless transmission subsystem 30, the vehicle-mounted subsystem 10 includes an automatic driving host unit 11, a brake control interface device 12 and a traction control interface device 13, the brake control interface device 12 and the traction control interface device 13 are respectively communicated with the automatic driving host unit 11, wherein the automatic driving host unit 11 is used to perform automatic driving operations and generate control instructions, the brake control interface device 12 is used to receive a first group of control instructions from the automatic driving host unit 11, and the first group of control instructions is used to control the vehicle braking system to perform corresponding operations, and the traction control interface device 13 is used to receive a second group of control instructions from the automatic driving host unit 11, and the second group of control instructions is used to control the vehicle traction system to perform corresponding operations.

[0030] Specifically, the schematic diagram of the vehicle-mounted subsystem is as follows: Figure 2As shown in the figure, the automatic driving host unit is the core of the system. It receives control instructions sent by the ground subsystem and exchanges information with the human-machine interaction unit to achieve precise control of the vehicle. The human-machine interaction unit is the interface between the driver and the automatic driving system, which is used to display the vehicle's operating status, control instructions and system status information. The human-machine interaction unit allows the driver to monitor the automatic driving process, receive system feedback information, and intervene in system operations when necessary, such as handling vehicle failures or emergencies. The wireless communication unit is responsible for establishing wireless communication between the vehicle and the ground. It contains a three-in-one combination antenna. The three-in-one combination antenna integrates multiple signal receiving and transmitting functions to provide signal receiving and sending support for the wireless communication unit. The wireless communication unit is used to receive ground subsystem instructions and send vehicle status data. It is used to receive instructions sent by the ground subsystem and send vehicle status information back to the ground subsystem. The brake is connected to the automatic driving host unit through the brake control interface unit. The control interface unit is responsible for converting the instructions of the automatic driving host unit into signals that can be understood by the vehicle braking system, and controlling the braking action of the vehicle through the control execution unit. The control execution unit is connected to the driver controller to ensure the accurate transmission of the control signal. The LKJ speed sensor is connected to the automatic driving host unit to collect the vehicle running speed and provide the automatic driving host unit with high-precision speed data to achieve precise control of the vehicle speed. The query host and antenna are used to receive information from the RFID positioning transponder on the ground and calculate the precise position of the vehicle in combination with the automatic driving host unit. The brake handle is connected to the brake, allowing the driver to manually intervene in the vehicle operation when necessary. The on-board microcomputer includes the processor and control logic of key components such as the automatic driving host unit and the brake control interface device. The on-board microcomputer receives and analyzes the ground control center instructions from the wireless communication unit, converts these instructions into control signals suitable for vehicle execution, and sends them to the brake and traction machine through the brake control interface device and the traction control interface device. In addition, the on-board microcomputer is also responsible for executing complex control algorithms, such as the cascade PID control algorithm, combined with the vehicle multi-mass model to achieve low-speed stable operation and precise positioning control of the vehicle. The IO acquisition part aggregates the data of all sensors into the on-board microcomputer, which comprehensively analyzes the vehicle status based on this, and calculates the corresponding control signals in combination with the vehicle multi-mass model and control algorithm, and transmits them to the vehicle's brake and traction machine through the control interface device. Through the close collaboration between the on-board microcomputer and IO acquisition, the system can respond to ground commands in real time and adjust itself according to the vehicle status to ensure the efficiency and safety of the vehicle in the automatic assembly line operation. The above components are interconnected through data buses and control lines to form a complete on-board subsystem architecture, which can receive commands from the ground subsystem and dynamically adjust the control strategy according to the vehicle status and multi-particle model, thereby realizing the vehicle's automatic driving function, including precise speed control and automatic alignment.This architecture ensures that the vehicle can stably and accurately respond to the control requirements of the loading station when operating on the automated assembly line, improving the efficiency and safety of coal loading.

[0031] like Figure 1 As shown, the ground subsystem 20 includes an automatic driving management unit 21 and a remote vehicle control management unit 22. The remote vehicle control management unit 22 is communicatively connected with the automatic driving management unit 21. The automatic driving management unit 21 is used to realize the functions of vehicle registration management, real-time display, and playback of vehicle operation information, and the remote vehicle control management unit 22 is used to remotely control the vehicle.

[0032] Specifically, the schematic diagram of the ground subsystem is as follows: Figure 3 As shown, the automatic driving management unit receives vehicle data and is responsible for vehicle registration management, that is, identifying and verifying each vehicle involved in the automatic assembly line operation to ensure that only authorized vehicles can access the automatic driving system. The automatic driving management unit is also responsible for displaying the real-time operation and control status of the vehicle, such as the vehicle's position, speed, diesel engine speed, pipe pressure and operating conditions. This information is crucial for monitoring the real-time status of the vehicle. The automatic driving management unit also has an information playback function to playback the vehicle's operation process, which helps to analyze the vehicle's operation data afterwards and perform system optimization or accident investigation. The remote vehicle control management unit is the operation center in the ground subsystem. It communicates with the automatic driving management unit and is used to remotely control the vehicles involved in the operation. The remote vehicle control management unit receives data such as vehicles and coal loading flow from the automated assembly system, calculates the vehicle's operating target speed and acceleration based on this information, and sends these control instructions to the vehicle's onboard subsystem. In addition, when encountering special circumstances during the loading process, such as insufficient or overflowing coal in the carriage, the remote vehicle control management unit can send a series of remote control instructions such as emergency stop, start, forward pull, backward, and alignment to the vehicle to ensure that the vehicle can adjust its operating status in real time according to the ground instructions, and achieve precise control and safe operation during the automated operation process. The communication management station is responsible for coordinating wireless communications to ensure the stability of data transmission, and cooperates with equipment such as the No. 2 control station, the automated loading system, and the No. 1 control station to achieve comprehensive monitoring of vehicle operation. As a network security barrier, the firewall works together with the fixed IP of the automatic control station to protect the system from network attacks. In addition, the selection of automatic driving (start) and auxiliary mode (check confirmation, start the vehicle), as well as the triggering of emergency stop, reflect the ground subsystem's comprehensive control over the vehicle's driving status, ensuring seamless switching between automatic and auxiliary driving modes and rapid response in emergency situations. The operating status and alarm information and manual control of the console allow ground operators to intervene in vehicle operation when necessary, improving the flexibility and safety of the system. The monitoring of the vehicle's real-time operation and control status and the playback of the vehicle's operation process provide important means for fault diagnosis and accident analysis.

[0033] The remote vehicle control management unit is the operation center of the ground subsystem. It communicates with the automatic driving management unit and is used to remotely control the vehicles involved in the operation. The remote vehicle control management unit receives information from the automated assembly system, such as coal loading process, coal loading flow, etc., calculates the vehicle's target speed and acceleration based on this information, and sends these control instructions to the on-board subsystem on the vehicle. In addition, when encountering special circumstances during the loading process, such as insufficient or overflowing coal in the carriage, the remote vehicle control management unit can send a series of remote control instructions to the vehicle, such as emergency stop, start, forward pull, reverse, alignment, etc., to ensure that the vehicle can adjust its operating status in real time according to ground instructions, and achieve precise control and safe operation during automated operations. In summary, the ground subsystem realizes the registration management, real-time monitoring and remote control functions of the vehicles involved in the automatic assembly line operation through the automatic driving management unit and the remote vehicle control management unit. The automatic driving management unit ensures the safety of the system, while the remote vehicle control management unit ensures that the vehicle can efficiently and accurately perform various tasks in the automated operation, such as parking in place, low-speed operation and emergency operation, etc., through real-time data processing and command issuance, thereby improving the coal loading efficiency and safety of the coal mine automatic assembly line. The automatic driving management unit, the remote vehicle control management unit, the communication management station and other components are connected to the data exchange and processing center. As the information center of the ground subsystem, the data exchange and processing center is responsible for collecting, processing and forwarding data and information from various subsystems, including but not limited to the coal loading progress information of the loading station, the status data of the automated assembly system and the location and status information of the vehicle. It ensures the safe transmission, processing and distribution of data through the communication protocol, which is the basis for realizing real-time communication between the ground subsystem and the vehicle-mounted subsystem.

[0034] like Figure 1 As shown, the wireless transmission subsystem 30 includes a three-in-one combination antenna 31 and a wireless communication unit 32. The three-in-one combination antenna 31 and the wireless communication unit 32 build a wireless channel for receiving vehicle control instructions from the ground subsystem 20, and then sending the vehicle control instructions to the automatic driving host unit 11.

[0035] Specifically, the three-in-one combination antenna is an antenna that integrates multiple communication functions and can support different wireless communication technologies at the same time. In the vehicle automatic driving system based on the coal mine automatic assembly line, the three-in-one combination antenna is installed on the vehicle to receive wireless signals from the ground subsystem. It can capture the vehicle control instructions and other data information sent by the ground subsystem. The wireless communication unit is connected to the three-in-one combination antenna to jointly build a wireless communication channel. The wireless communication unit is responsible for decoding and processing the signals received by the three-in-one combination antenna and converting them into a data format that the automatic driving system can understand. After that, the wireless communication unit sends the processed information, including the vehicle control instructions, to the automatic driving host unit in the vehicle subsystem. At the same time, the wireless communication unit can also feed back the vehicle status information generated by the vehicle subsystem, such as position, speed, etc., to the ground subsystem through the wireless channel to realize two-way data transmission. Through the wireless transmission subsystem, the ground subsystem can send vehicle control instructions to the vehicle subsystem in real time, such as starting, stopping, reversing and speed adjustment, and the vehicle subsystem can timely feed back the execution results and vehicle status to the ground subsystem, realizing remote control and real-time monitoring.

[0036] The overall architecture diagram of the vehicle automatic driving system based on the coal mine automatic assembly line is as follows: Figure 4 As shown, Figure 4The connection between the vehicle-mounted equipment and the data transmission layer of the ground control center is demonstrated. The automatic driving host unit is the core of the vehicle's automatic driving system and is connected to the vehicle power supply. The low constant speed control is integrated in the automatic driving host unit, which realizes the control of the vehicle's running speed at low speed and ensures the efficiency and safety of the automated assembly line operation. The antenna receives the vehicle control instructions from the ground control center through the wireless network, and then sends the vehicle control instructions to the automatic driving host unit. The automatic driving host unit receives the control instructions from the ground control center by connecting to the LKJ speed sensor. These control instructions are sent through the wireless data transmission layer (including WLAN and radio dual redundant channels), ensuring the stability and security of data transmission. The wireless communication unit is responsible for communicating with the ground subsystem, while the tag query unit is used to query the RFID positioning transponder to obtain accurate positioning information. This series of communication and information processing actions are coordinated by the communication station, and data is securely transmitted through the firewall and wireless access point. The traction control system and the brake control system are connected to the automatic driving host unit, and the vehicle speed, direction, braking and traction are precisely controlled through the brake unit and the brake control unit (Brake Control Unit, BCU) interface module. The traction control unit (CCU) interface module and the driver control unit are responsible for communicating with other on-board control systems such as the LKJ system to ensure that the systems work together. The vehicle CCU and the LKJ system work together to provide comprehensive support for autonomous driving. The driver machine interface (DMI) is connected to the autonomous driving host unit, receives vehicle status and control information from the host unit, and allows the driver to send control instructions or confirmation signals to the host unit. The design of DMI ensures that the driver can maintain effective communication with the autonomous driving system and intervene when necessary, and this intervention is usually based on the real-time information and system status displayed by the DMI. The ground control center is the brain of the entire system. It manages and dynamically controls vehicle information in real time through the communication management station and the autonomous driving management unit. Firewalls and fixed IPs ensure data transmission security. The remote vehicle control management unit provides remote control functions for vehicle autonomous driving.

[0037] like Figure 1 As shown, the above-mentioned vehicle-mounted subsystem 10 also includes a human-computer interaction unit 14, which is communicatively connected to the above-mentioned automatic driving host unit 11. The above-mentioned human-computer interaction unit 14 includes a visual interface and touch or physical buttons for displaying the control results of the above-mentioned automatic driving host unit 11, and realizing the driver's confirmation and feedback of the above-mentioned control results.

[0038] Specifically, the features and functions of the human-computer interaction unit are as follows:

[0039] Communication with the autonomous driving host unit: A direct communication connection is established between the human-computer interaction unit and the autonomous driving host unit. This connection ensures that the control results of the autonomous driving host unit can be transmitted to the display interface of the human-computer interaction unit in real time, while also allowing the driver's operating instructions or feedback information to be received and processed by the autonomous driving host unit.

[0040] Visual interface: The human-machine interaction unit is equipped with an intuitive visual interface to present the control results of the autonomous driving host unit and the real-time status of the vehicle. The interface will display important operating parameters such as speed, speed limit, diesel engine speed, pipe pressure, operating conditions, and the status of the autonomous driving mode. The visual presentation of this information helps the driver monitor the operation of the system and ensure that everything is under control.

[0041] Touch or physical buttons: In addition to the display function, the human-machine interaction unit also provides a touch screen or physical buttons for the driver to operate. Through these interactive means, the driver can confirm the control instructions received from the ground subsystem, such as positioning, starting, parking, reversing and other operation instructions. When necessary, such as encountering an emergency or system failure, the driver can manually intervene through these buttons, such as emergency parking, or switching from automatic driving mode to manual mode to ensure driving safety or adapt to special operation requirements.

[0042] Confirmation and feedback of control results: The human-computer interaction unit allows the driver to confirm the control results of the autonomous driving system. For example, after the automatic alignment is completed, the driver can confirm whether the alignment is accurate through the human-computer interaction unit; when receiving the speed adjustment command, confirm whether the speed meets the requirements. In addition, the driver can also feedback information to the system through the human-computer interaction unit, such as confirming the execution of the command, reporting faults or abnormal conditions, to ensure the controllability and safety of the autonomous driving process.

[0043] In the autonomous driving system, the human-machine interaction unit not only provides the driver with key information about the system status and control results, but also allows the driver to intervene in the system when necessary, ensuring the flexibility and safety of automated operations. Even in a highly automated operating environment, humans can maintain effective control and supervision of the system, especially when unexpected situations arise or the system requires human decision-making, and can respond and handle them quickly.

[0044] like Figure 1 As shown, the vehicle-mounted subsystem 10 further includes a LKJ speed sensor 15, which is installed on the wheel axle of the vehicle and is used to collect the running speed of the vehicle. The LKJ speed sensor 15 communicates with the automatic driving host unit 11, and the automatic driving host unit 11 controls the running speed of the vehicle according to the running speed of the vehicle collected by the LKJ speed sensor 15.

[0045] Specifically, the LKJ speed sensor is installed on the axle of the vehicle. Since the rotation of the axle is directly related to the forward speed of the vehicle, the LKJ speed sensor can capture the frequency of the axle rotation and then calculate the actual running speed of the vehicle. The vehicle's existing LKJ speed sensor can meet the speed accuracy requirements, and only needs to modify the relevant software to achieve it. Therefore, in the embodiment of the present application, without affecting the normal function of LKJ, the speed acquisition accuracy index is achieved by upgrading the function of the LKJ communication interface board, which can reach 0.01km / h. The collected speed data is sent to the automatic driving host unit in real time to ensure that the automatic driving host unit can make control decisions based on the latest speed information.

[0046] The above-mentioned automatic driving host unit 11 applies a feedback regulation system and a PID control principle, and controls the running speed of the above-mentioned vehicle according to the running speed of the above-mentioned vehicle collected by the above-mentioned LKJ speed sensor 15, wherein the above-mentioned PID control principle is a cascade PID control principle.

[0047] After receiving the data from the LKJ speed sensor, the autopilot host unit uses it in the closed-loop control of the vehicle's running speed. The host unit compares the real-time speed with the preset target speed and adjusts the vehicle's traction and braking force through PID control to maintain or adjust to the target speed. This control is performed automatically without human intervention, ensuring the speed stability and accuracy of the vehicle when operating on the automatic assembly line.

[0048] Specifically, the feedback regulation system is a closed-loop control mechanism that collects the actual output (the vehicle's running speed in the application embodiment) and compares it with the set target value (target speed), and adjusts the control signal according to the difference to achieve precise control of the output. In vehicle autonomous driving, the feedback regulation system ensures that the vehicle speed can track the preset target speed in real time, and even when external conditions change, it can maintain a stable speed by continuously adjusting the control amount.

[0049] PID (Proportional Integral Derivative) control is a feedback control algorithm that adjusts the control output based on the size, duration, and rate of change of the error (i.e., the difference between the target value and the actual value). In an autonomous driving system, the PID controller adjusts the vehicle speed through the following three parts:

[0050] Proportional (P) part: Control is performed based on the difference (i.e. error) between the current speed and the target speed. The larger the error, the greater the control force generated by the P part.

[0051] Integral (I) part: considers the accumulation of error over time and is used to eliminate static errors to ensure long-term control accuracy.

[0052] Derivative (D) part: Based on the rate of change of error, it is used to predict future error trends and respond in advance, improving the response speed and stability of the system.

[0053] Cascade PID control is a control strategy that uses multiple PID controllers in series. Cascade PID control is used to handle the complex dynamic characteristics of trains in multi-particle models and the low-speed control requirements of vehicles in assembly line operations. Cascade PID usually includes two controllers. The main controller (outer loop) focuses on overall performance, such as tracking the target speed; the sub-controller (inner loop) is more focused on rapid response, such as adjusting traction or braking force. This control structure allows the system to perform precise control at different levels, thereby coping with changes in vehicle mass, air brake force control difficulties, and speed acquisition accuracy requirements, to achieve smoother and more accurate vehicle speed control. In an embodiment of the present application, in the control parameter setting link, considering that the vehicle mass is gradually changing during the assembly process, the on-board subsystem obtains assembly progress information from the ground subsystem in real time to dynamically adjust the PID control parameters. In terms of improving control performance, combined with the characteristics of the control actuator and the vehicle characteristics, control dead zone, integral separation and anti-saturation measures are added. The structural diagram of cascade PID control is shown in the figure. Figure 5 As shown in FIG. 1 , the vehicle subsystem receives the guidance speed sent by the remote vehicle control unit, where the guidance speed is dynamically calculated based on the coal loading progress and loading process, and is intended to control the running speed of the vehicle during the loading process. Figure 5 As shown in the figure, after receiving the guidance speed from the ground subsystem, the automatic driving main control unit performs target acceleration processing based on the current vehicle state and the vehicle multi-mass model, and calculates the target acceleration required to achieve the guidance speed. This calculation process takes into account factors such as vehicle mass, line conditions, and vehicle characteristics. The inner loop PID controller (also called the speed controller) receives the target acceleration and the speed feedback in the vehicle running state as input. The controller compares the current speed with the target speed, and calculates the adjustment signal based on the deviation using the proportional (P), integral (I), and differential (D) control rules. This adjustment signal is used to control the traction or braking force of the vehicle so that the vehicle speed accurately tracks the target acceleration. During the inner loop PID control process, the system dynamically adjusts the control parameters, including the P, I, and D coefficients, to cope with changes in vehicle mass. In addition, in order to improve the control performance, the system also adopts control dead zone, integral separation, and anti-saturation measures.

[0054] Control dead zone: Set a speed deviation threshold. The PID controller will respond only when the deviation exceeds this threshold, avoiding frequent control actions caused by small deviations and improving control stability and efficiency.

[0055] Integral separation: When the deviation is large, the integral effect is temporarily turned off to avoid control delays caused by the accumulation of integral terms, ensuring that the vehicle can respond quickly to speed changes.

[0056] Anti-saturation measures: When the controller output reaches the physical upper limit of the vehicle control system, the controller will stop increasing its output to prevent the control signal from exceeding the range of the vehicle actuator and avoid control distortion or oscillation.

[0057] like Figure 5 As shown, the outer loop PID controller (also called acceleration controller) is responsible for monitoring the acceleration feedback in the vehicle's operating state to determine whether the target acceleration is reached. If there is a deviation, the outer loop PID controller will adjust the target acceleration of the inner loop PID controller to ensure that the vehicle acceleration meets the requirements.

[0058] The actual speed and acceleration information of the vehicle is sent back to the ground subsystem in real time through the wireless communication unit. The ground subsystem updates the coal loading process information based on the feedback information to form a closed-loop control.

[0059] By applying the feedback regulation system and cascade PID control principle, the automatic driving host unit can quickly adjust the control signal according to the real-time speed data collected by the LKJ speed sensor, ensuring that the vehicle's running speed during automatic assembly line operation can accurately track the target speed and maintain stable and precise speed control even in a dynamically changing operating environment. This is the basis for realizing key functions such as automatic alignment and low-speed stable operation.

[0060] The above-mentioned automatic driving host unit applies a vehicle multi-particle model to achieve speed control and position control of the above-mentioned vehicle.

[0061] Specifically, the schematic diagram of the multi-particle model is as follows: Figure 6 As shown in the figure, it is used to analyze the dynamic characteristics of vehicles when operating in automatic assembly lines. The train formation used for coal loading and transportation is generally long. The train includes a locomotive and multiple carriages. The length of the whole train can reach hundreds of meters or even thousands of meters. When the train is in operation, as the line conditions such as line slopes, curves, and tunnels continue to change, the various additional resistances of the train are also changing. In order to establish a relatively accurate train model and reduce the difficulty of research, the coupling and buffer system is not considered for the time being, and the train is simplified into a rigid multi-particle motion model. Simplifying each carriage into a mass point and considering the length and mass of each car can better reflect the changes in the resistance of the train at the slope change point and the curvature change point. Among them, R represents the unit resistance of a certain carriage under specific working conditions, and L represents the length of a certain carriage.

[0062] According to the force analysis of the train, the train is mainly affected by the traction force, air braking force, basic running resistance and additional resistance. The longitudinal dynamic model of the train is c = f t (v)-w0(v)-b d (v)-b c (v)-w j (x), where f t is the unit traction of the train (N / kN), b d is the vehicle's unit wheel braking force (N / kN); b c is the vehicle unit air braking force (N / kN), w0 is the train unit basic resistance (N / kN), w j (x) is the additional resistance per train unit (N / kN). t , b d , b c ,w0,w j The calculation method of (x) directly refers to the relevant content of the train traction calculation regulations and will not be expanded here.

[0063] The above wireless communication unit adopts a dual redundant channel design of radio and WLAN.

[0064] Specifically, the wireless communication unit is responsible for building a wireless communication channel between the vehicle and the ground, for receiving instructions from the ground subsystem, and sending status information of the vehicle-mounted subsystem to the ground subsystem, so as to realize two-way data exchange between the ground and the vehicle-mounted subsystem. In the embodiment of the present application, the wireless communication unit includes two communication technologies: radio and WLAN (wireless local area network). The dual redundant channel design using these two communication methods means that the system supports both radio communication and WLAN communication, and both work in parallel to provide communication redundancy. This redundant design can ensure that even if one of the communication channels fails (such as signal interference, equipment failure, etc.), the other channel can still maintain communication, thereby ensuring that the information transmission between the vehicle and the ground subsystem will not be interrupted, and ensuring the continuity and safety of automated operations.

[0065] More specifically, WLAN (Wireless Local Area Network) is a high-speed, broadband wireless communication technology suitable for high-speed data transmission over short distances, and can provide higher data transmission rates and more stable connections than traditional radio communications. Radios are usually used for long-distance communications, especially in railway communications. Combining radios and WLAN, the system can take advantage of the advantages of both and provide communication capabilities that can cover long distances and achieve high-speed data transmission.

[0066] like Figure 1As shown, the ground subsystem 20 further includes an RFID positioning transponder 23, which communicates with the autonomous driving host unit, and is used to send the positioning information of the vehicle to the autonomous driving host unit.

[0067] Specifically, in order to achieve the requirements of control alignment accuracy, on the basis of ensuring that the speed control can achieve high accuracy, it is also necessary to adopt additional high-precision map and positioning technology means. During the operation of the vehicle, the RFID positioning transponder preset on the track is sensed by stable radio frequency identification technology (RFID), and compared and corrected with the current position of the vehicle in the high-precision map, so that the vehicle's running position is accurate. RFID positioning transponders are preset at key positions on the track of the coal mine automatic assembly line. These RFID positioning transponders can emit specific radio frequency signals. When the RFID reading device on the vehicle (usually RFID antenna and receiver) passes through these positions, it will read the signal sent by the transponder, thereby obtaining accurate geographic location information. In the embodiment of the present application, the RFID positioning transponder communicates with the automatic driving host unit. When the vehicle runs to a specific position on the assembly line, the RFID reading device on the vehicle will capture the signal of the RFID positioning transponder and send these positioning information to the automatic driving host unit through the wireless communication unit. After receiving the positioning information, the host unit can compare it with the estimated position calculated by the multi-particle model of the vehicle, and correct the position deviation of the vehicle in real time to ensure accurate positioning of the vehicle. The precise positioning information provided by the RFID positioning transponder is crucial to achieving automatic alignment control. Before the vehicle approaches the alignment target, the RFID transponder is sensed multiple times for secondary calibration. Combined with the vehicle's multi-particle model and cascade PID control algorithm, the vehicle can run at a speed accuracy as low as 0.1km / h, and through centimeter-level position calibration, ensure that the position deviation between the first carriage and the loading funnel does not exceed 50cm.

[0068] The RFID positioning transponder provides high-precision position information of the vehicle on the automatic assembly line through communication with the automatic driving host unit. This information is the key to realizing automatic alignment control, ensuring that the vehicle can accurately align with the loading position. Through the RFID positioning transponder, the system can monitor and correct the vehicle position in real time, and can achieve high-precision alignment control even in complex environments and low-speed operating conditions.

[0069] like Figure 1 As shown, the remote vehicle control management unit 22 includes a display module 220, and a variety of controls are displayed in the display module, including: automatic driving control, start control, auxiliary mode control, check confirmation control, start control and emergency stop control.

[0070] Specifically, the remote vehicle control management unit is responsible for receiving real-time data from the coal loading station, including coal loading flow, loading progress, etc., and sending control instructions to the vehicle based on this information to achieve automatic operation of the vehicle, including starting, low-speed control, parking, reversing, etc. The remote vehicle control management unit includes a display module, such as Figure 3 As shown, the display module and controls of the remote vehicle control management unit are shown:

[0071] Autopilot control: Allows the operator to start or stop the autopilot mode. Through this control, the ground control center can remotely authorize the vehicle to enter the autopilot state, or terminate the autopilot and resume manual control when necessary.

[0072] Start control: used to send a start command to the vehicle to control the vehicle to start running from a stationary state, especially at the beginning of loading, to ensure that the vehicle starts moving at a predetermined speed and direction.

[0073] Assist Mode Control: May be used to switch to Assist Control Mode, which is usually used when encountering special situations or failures during autopilot, allowing the ground control center to make more direct interventions, such as manually adjusting speed or position.

[0074] Tick ​​confirmation control: In the automated coal loading process, the operator can use the tick confirmation control to confirm that the vehicle has arrived at the specified location or the coal loading operation has been completed.

[0075] Starting control: used to control the vehicle to start smoothly from a stationary state, ensuring that the vehicle can start moving safely and stably after coal loading is completed, avoiding coal spillage or equipment damage due to sudden acceleration.

[0076] Emergency stop control: In case of emergency, the ground control center can use the emergency stop control to immediately send a stop command to the vehicle to ensure that the vehicle stops immediately and prevent accidents. This is an important measure to ensure system safety and operational continuity.

[0077] like Figure 3As shown, the display module also includes forward and reverse controls, which are mainly used to control the direction of the vehicle on the automatic assembly line to ensure that the vehicle can accurately perform the complex actions required during the loading process. During the coal loading process, the operator may need to accurately control the forward pace of the vehicle to ensure that the coal is evenly and continuously loaded into each carriage. In addition, after the coal loading is completed, the forward control is used to command the vehicle to move forward smoothly, leave the loading station, and prepare to enter the next operation link or return to the starting station. The reverse control enables the operator to remotely control the vehicle to move backward, which is very useful when the alignment is inaccurate or the vehicle position needs to be fine-tuned. For example, during the automatic alignment process, if the initial alignment fails to achieve sufficient accuracy, the operator can use the reverse control to command the vehicle to move back slightly, and then perform a second alignment until the coal loading requirements are met. The reverse control also plays a role in other scenarios where the vehicle position needs to be adjusted during the loading process. For example, when encountering abnormal situations such as insufficient coal loading or coal overflow, the operator may need to command the vehicle to move backward, re-align for coal loading or make necessary corrections.

[0078] The design and implementation of these controls enable the ground subsystem to remotely monitor and manage the vehicle's operating status, especially during coal loading and unloading, and to flexibly adjust the control strategy according to actual conditions to ensure the safety and efficiency of the entire operation process. Through the controls on the display module, the driver can intuitively control the vehicle's automatic driving function and make necessary interventions or adjustments. This design makes the control in the automated coal loading process more intelligent and humane, while ensuring the remote control capability and emergency handling capability of vehicle operations.

[0079] like Figure 1 As shown, the above-mentioned automatic driving management unit 21 also includes a storage module 210, and the above-mentioned storage module is used to store the operation information of the above-mentioned vehicle.

[0080] Specifically, Figure 3 As shown, the automatic driving management unit is responsible for receiving and processing the operating status information from the vehicle, and sending control instructions to the vehicle to realize the automatic operation of the vehicle. It not only needs to monitor the vehicle status in real time, such as speed, working condition, pipe pressure, diesel engine speed, etc., but also needs to be able to play back the vehicle's operating history information, which is of great significance for troubleshooting, accident analysis and system performance optimization. The storage module is part of the automatic driving management unit, and its main task is to store the vehicle's operating information, including but not limited to:

[0081] Real-time operating data: vehicle status parameters monitored in real time, such as speed, pipe pressure, diesel speed, working conditions (forward, backward), etc.

[0082] Autopilot status record: Records the activation and deactivation information of the autopilot mode, as well as any status changes that occur during the autopilot process.

[0083] Control command record: record all control commands sent from the remote vehicle control management unit to the vehicle.

[0084] Fault and alarm information: record fault and alarm events that occur during system operation, including time, fault type and processing results.

[0085] Operation history data: Stores information such as the vehicle's operation trajectory, speed changes, braking and traction actions over a period of time for subsequent data analysis, system debugging and performance optimization.

[0086] The communication protocol adopted by the above wireless transmission subsystem for data communication is EN50159.

[0087] Specifically, EN50159 is a communication protocol standard that is mainly used in wireless communications in railway transportation systems, especially for the transmission of safety-critical information. The protocol is designed to ensure the reliability, security and efficiency of data communications, and is particularly suitable for real-time communication needs between on-board subsystems and ground subsystems.

[0088] The adoption of the EN50159 protocol means that system communications follow a series of strict safety and quality standards, including but not limited to:

[0089] Data integrity: Ensure that data is not tampered with during transmission through mechanisms such as checksums, maintaining data integrity and accuracy.

[0090] Communication reliability: The EN50159 protocol provides a mechanism to handle anomalies in data transmission, such as data loss, delay, or retransmission, to ensure that key control instructions can be delivered to the vehicle without error.

[0091] Security: The protocol designs the communication process of registration and response to ensure that only legally registered devices can exchange data, prevent unauthorized devices from accessing the system, and ensure the security of the entire system.

[0092] Efficiency: The EN50159 protocol optimizes the efficiency of wireless communication and reduces communication delays, which is critical for real-time control and feedback.

[0093] Communication redundancy: Taking into account possible failures in the communication channel, the EN50159 protocol supports dual redundant channels. Even if one channel fails, the other channel can ensure continuous data transmission, thereby improving the system's fault tolerance.

[0094] Data transmission priority: In order to meet the requirements of real-time and security, the EN50159 protocol also defines the priority of data transmission to ensure that urgent and critical data can be sent and received first.

[0095] Note that the above are only preferred embodiments of the present application and the technical principles used. Those skilled in the art will understand that the present application is not limited to the specific embodiments described herein, and that various obvious changes, readjustments, combinations and substitutions can be made by those skilled in the art without departing from the scope of protection of the present application. Therefore, although the present application is described in more detail through the above embodiments, the present application is not limited to the above embodiments, and may include more other equivalent embodiments without departing from the concept of the present application, and the scope of the present application is determined by the scope of the appended claims.

[0096] The above description is only the preferred embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A vehicle automatic driving system based on a coal mine automatic assembly line, characterized in that: include: The vehicle-mounted subsystem includes an automatic driving host unit, a brake control interface device and a traction control interface device, wherein the brake control interface device and the traction control interface device are respectively connected to the automatic driving host unit for communication, wherein the automatic driving host unit is used to perform automatic driving calculations and generate control instructions, the brake control interface device is used to receive a first group of control instructions of the automatic driving host unit, the first group of control instructions is used to control the vehicle braking system to perform corresponding operations, and the traction control interface device is used to receive a second group of control instructions of the automatic driving host unit, the second group of control instructions is used to control the vehicle traction system to perform corresponding operations; A ground subsystem, comprising an automatic driving management unit and a remote vehicle control management unit, wherein the remote vehicle control management unit is in communication with the automatic driving management unit, wherein the automatic driving management unit is used to implement functions of vehicle registration management, real-time display, and playback of vehicle operation information, and the remote vehicle control management unit is used to remotely control the vehicle; The wireless transmission subsystem includes a three-in-one combination antenna and a wireless communication unit. The three-in-one combination antenna and the wireless communication unit establish a wireless channel for receiving vehicle control instructions from the ground subsystem and then sending the vehicle control instructions to the automatic driving host unit.

2. The automatic driving system according to claim 1, characterized in that: The vehicle-mounted subsystem also includes a human-computer interaction unit, which is communicatively connected to the automatic driving host unit. The human-computer interaction unit includes a visual interface and touch or physical buttons for displaying the control results of the automatic driving host unit and enabling the driver to confirm and provide feedback on the control results.

3. The automatic driving system according to claim 1, characterized in that: The vehicle-mounted subsystem also includes an LKJ speed sensor, which is installed on the wheel axle of the vehicle and is used to collect the running speed of the vehicle. The LKJ speed sensor communicates with the automatic driving host unit, and the automatic driving host unit controls the running speed of the vehicle according to the running speed of the vehicle collected by the LKJ speed sensor.

4. The automatic driving system according to claim 3, characterized in that: The automatic driving host unit applies a feedback regulation system and a PID control principle to control the running speed of the vehicle according to the running speed of the vehicle collected by the LKJ speed sensor, wherein the PID control principle is a cascade PID control principle.

5. The automatic driving system according to claim 1, characterized in that: The automatic driving host unit applies a vehicle multi-particle model to achieve speed control and position control of the vehicle.

6. The automatic driving system according to claim 1, characterized in that: The wireless communication unit adopts a radio station and WLAN dual redundant channel design.

7. The automatic driving system according to claim 1, characterized in that: The ground subsystem also includes an RFID positioning transponder, which communicates with the automatic driving host unit and is used to send the positioning information of the vehicle to the automatic driving host unit.

8. The automatic driving system according to claim 1, characterized in that: The remote vehicle control management unit includes a display module, and a variety of controls are displayed in the display module. The various controls include: automatic driving control, start control, auxiliary mode control, check confirmation control, start control and emergency stop control.

9. The automatic driving system according to claim 1, characterized in that: The automatic driving management unit also includes a storage module, which is used to store the operation information of the vehicle.

10. The automatic driving system according to any one of claims 1 to 9, characterized in that: The communication protocol adopted by the wireless transmission subsystem for data communication is EN50159.

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