A dual drive mode control system for a mining truck

Abstract

The application provides a mine truck double driving mode control system, and relates to the technical field of automobiles.The control system comprises a drive-by-wire controller, an operation signal acquisition module, an abnormal signal acquisition module and a whole vehicle drive-by-wire modification kit, and the operation signal acquisition module, the abnormal signal acquisition module and the whole vehicle drive-by-wire modification kit are in communication connection with the drive-by-wire controller; the drive-by-wire controller is used for receiving operation signals, alarm signals and fault signals, and performing start-stop control on the whole vehicle drive-by-wire modification kit according to the operation signals, the alarm signals and the fault signals; the operation signal acquisition module is used for acquiring operation signals of an execution element; the abnormal signal acquisition module is used for acquiring alarm signals of an indicator light and fault signals of a fault detection plate; and the whole vehicle drive-by-wire modification kit is used for receiving electrical signals of the drive-by-wire controller and controlling execution actions of the mine truck in the unmanned driving mode through the electrical signals.The application realizes safe unmanned driving on the original mine truck control system.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and more specifically, to a dual-driving-mode control system for mining trucks. Background Technology

[0002] Mining trucks are essential equipment in mining operations, primarily used for transporting large quantities of ore and waste within mines. Compared to ordinary trucks, mining trucks have greater load capacity, more powerful power systems, and more robust body structures to adapt to harsh working environments and heavy-duty transport tasks.

[0003] Mining operations are harsh and dangerous, fraught with safety hazards such as collapses, landslides, and blasting. As mineral resources are continuously mined, mining depths increase and the difficulty rises, placing high demands on transportation efficiency in large mines. Currently, mining trucks still rely on drivers for operation. However, prolonged operation on steep slopes, uneven surfaces, and in harsh conditions such as dust and noise can easily lead to driver fatigue, increasing the risk of operational errors and ultimately compromising safety.

[0004] There is currently no good solution in existing technology for modifying mining trucks to enable them to have reliable unmanned driving capabilities. Summary of the Invention

[0005] The problem solved by this invention is how to achieve safe unmanned driving on the existing mining truck control system.

[0006] To address the above problems, this invention provides a dual-driving-mode control system for mining trucks.

[0007] This invention provides a dual-driving-mode control system for mining trucks. The dual-driving-mode control system for mining trucks includes a drive-by-wire controller, an operation signal acquisition module, an abnormal signal acquisition module, and a vehicle drive-by-wire modification kit. The operation signal acquisition module, the abnormal signal acquisition module, and the vehicle drive-by-wire modification kit are all communicatively connected to the drive-by-wire controller.

[0008] The drive-by-wire controller is used to receive operation signals, which are used to start and stop the vehicle drive-by-wire modification kit. The drive-by-wire controller is also used to receive alarm signals and fault signals, and to start and stop the vehicle drive-by-wire modification kit according to the alarm signals and fault signals.

[0009] The operation signal acquisition module is used to acquire the operation signals of the actuator;

[0010] The abnormal signal acquisition module is used to acquire the alarm signal of the indicator light and the fault signal of the fault detection board;

[0011] The vehicle drive-by-wire retrofit kit is used to receive electrical signals from the drive-by-wire controller and control the mining truck's actions in unmanned driving mode through the electrical signals.

[0012] Optionally, the dual-driving-mode control system for mining trucks further includes a safety redundancy system, which includes a first safety redundancy controller and a second safety redundancy controller. The first safety redundancy controller is communicatively connected to the drive-by-wire controller, and the second safety redundancy controller is communicatively connected to the unmanned driving controller. The first safety redundancy controller is communicatively connected to the second safety redundancy controller, and the drive-by-wire controller is communicatively connected to the unmanned driving controller.

[0013] The first safety redundancy controller is used to monitor the first operating state of the drive-by-wire controller. When the first operating state is a first fault state, it controls the electro-proportional brake valve to stop the mining truck. The first operating state includes the first fault state.

[0014] The second safety redundancy controller is used to monitor the second operating state of the unmanned driving controller. When the second operating state is a second fault state, it controls the electro-proportional brake valve to stop the mining truck. The second operating state includes the second fault state.

[0015] Optionally, the vehicle drive-by-wire retrofit kit includes a drive retrofit system, which includes a pedal potentiometer, an electric drive system, an engine, a signal interlock device, and a signal conversion device. One end of the signal interlock device is communicatively connected to the pedal potentiometer and the signal conversion device, and the other end of the signal interlock device is communicatively connected to the engine and the electric drive system. The signal conversion device is communicatively connected to the drive-by-wire controller.

[0016] The signal conversion device is used to convert the frequency signal output by the drive-by-wire controller into a voltage signal to control the electric drive system and the engine in the unmanned driving mode;

[0017] In the unmanned driving mode, the signal interlock device is used to receive the voltage signal and control the electric drive system and the engine through the voltage signal. In the manned driving mode, the signal interlock device is used to receive the pedal signal from the pedal potentiometer and control the electric drive system and the engine through the pedal signal.

[0018] Optionally, the vehicle drive-by-wire retrofit kit also includes a steering retrofit system, which includes a steering distributor, a steering flow amplifier, a steering cylinder, a steering wheel, a pressure sensor, and an electric proportional steering valve. The steering wheel is communicatively connected to the steering distributor, the steering distributor is communicatively connected to the steering flow amplifier, the steering flow amplifier is communicatively connected to the steering cylinder, the pressure sensor is communicatively connected to the steering wheel, the pressure sensor is communicatively connected to the drive-by-wire controller, the electric proportional steering valve is communicatively connected to the drive-by-wire controller, and the electric proportional steering valve is connected in parallel with the steering distributor.

[0019] The pressure sensor is used to collect the steering wheel's movement signals;

[0020] The drive-by-wire controller is also used to receive the action signal, which is used to start and stop the steering flow amplifier in the manned driving mode, thereby controlling the start and stop of the steering cylinder.

[0021] The electric proportional steering valve is used to receive a first electrical signal output by the drive-by-wire controller in the autonomous driving mode, and to control the steering flow amplifier through the first electrical signal, thereby controlling the steering cylinder.

[0022] Optionally, the steering modification system further includes a linear displacement sensor, which is communicatively connected to the steering cylinder and to the drive-by-wire controller.

[0023] The linear displacement sensor is used to acquire the steering angle of the steering cylinder;

[0024] The drive-by-wire controller is also used to receive the steering angle and determine the first electrical signal based on the steering angle.

[0025] Optionally, the vehicle drive-by-wire retrofit kit also includes a braking retrofit system, which includes a brake pedal valve, a brake, and an electric proportional brake valve. The brake pedal valve is communicatively connected to the brake, and the electric proportional brake valve is communicatively connected to the drive-by-wire controller. The electric proportional brake valve is connected in parallel with the brake pedal valve.

[0026] The electro-proportional brake valve is used to receive a second electrical signal output by the drive-by-wire controller and control the brake through the second electrical signal.

[0027] Optionally, the vehicle drive-by-wire retrofit kit also includes a lifting retrofit system, which includes a manual lifting pilot valve, a lifting main valve, a lifting cylinder, and an electro-proportional lifting pilot valve. The manual lifting pilot valve is communicatively connected to the lifting main valve, the lifting main valve is communicatively connected to the lifting cylinder, the electro-proportional lifting pilot valve is communicatively connected to the drive-by-wire controller, and the electro-proportional lifting pilot valve is connected in parallel with the manual lifting pilot valve.

[0028] The electro-proportional lifting pilot valve is used to receive a third electrical signal output by the wired controller, and controls the lifting main valve through the third electrical signal, thereby controlling the lifting cylinder.

[0029] Optionally, the lifting modification system further includes a lifting angle sensor, which is communicatively connected to the lifting cylinder and to the drive-by-wire controller.

[0030] The lifting angle sensor is used to collect the lifting angle of the cargo box;

[0031] The drive-by-wire controller is also used to receive the lifting angle and determine the third electrical signal based on the lifting angle.

[0032] Optionally, the dual driving mode control system for mining trucks further includes a mode switching switch, which is communicatively connected to the drive-by-wire controller;

[0033] The mode switch is used to switch between manned driving mode and unmanned driving mode.

[0034] Optionally, the dual-driving-mode control system for mining trucks further includes a supplementary sensor, which is communicatively connected to the abnormal signal acquisition module;

[0035] The supplementary sensor is used to collect the operating parameters of the mining truck;

[0036] The drive-by-wire controller is also used to receive the operating parameters and determine whether to stop controlling the whole vehicle drive-by-wire modification kit based on the operating parameters.

[0037] When the drive-by-wire controller receives a first preset signal and a second preset signal, it stops controlling the vehicle drive-by-wire modification kit. The first preset signal includes the alarm signal and / or the fault signal, and the second preset signal includes the error signal of the operating parameters.

[0038] The beneficial effects of the dual-driving-mode control system for mining trucks of the present invention are as follows: When the mining truck is in unmanned driving mode, the drive-by-wire controller generates electrical signals for various functions and sends these signals to the vehicle drive-by-wire modification kit, enabling the kit to perform actions such as forward movement, steering, and cargo box lifting to meet the normal functional requirements of the mining truck. An operation signal acquisition module is introduced. When the drive-by-wire controller receives an operation signal, indicating that the mining truck is being manually operated, it stops controlling the modification kit and exits the unmanned driving mode. This ensures that the mining truck can quickly and safely switch from unmanned to manned driving mode when manual intervention is required, thus protecting the driver's safety. Furthermore, an abnormal signal acquisition module is introduced. When the drive-by-wire controller receives alarm and fault signals, indicating a problem with the mining truck's operation, it determines whether the alarm and fault signals affect the normal operation of the mining truck. If the determination is that they do, the drive-by-wire controller stops controlling the modification kit. In summary, the dual-driving-mode control system for mining trucks of the present invention not only enables the normal operation of mining trucks in unmanned driving mode, ensuring driver safety and improving work efficiency, but also greatly reduces the risk of accidents in complex mining environments. Furthermore, it can monitor the status of mining trucks in real time and react promptly based on alarm and fault signals, thus achieving safe unmanned driving. Attached Figure Description

[0039] Figure 1 This is a schematic diagram of the dual-driving-mode control system for mining trucks in an embodiment of the present invention;

[0040] Figure 2 This is a schematic diagram of the dual-driving-mode control system for mining trucks in an embodiment of the present invention;

[0041] Figure 3 This is a schematic diagram of the drive modification system in an embodiment of the present invention;

[0042] Figure 4 This is a schematic diagram of the steering modification system in an embodiment of the present invention;

[0043] Figure 5 This is a schematic diagram of the braking modification system in an embodiment of the present invention;

[0044] Figure 6 This is a schematic diagram of the lifting and modification system in an embodiment of the present invention. Detailed Implementation

[0045] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Although some embodiments of the present invention are shown in the drawings, it should be understood that the present invention can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of the present invention. It should be understood that the accompanying drawings and embodiments of the present invention are for illustrative purposes only and are not intended to limit the scope of protection of the present invention.

[0046] It should be understood that the various steps described in the method embodiments of the present invention may be performed in different orders and / or in parallel. Furthermore, the method embodiments may include additional steps and / or omit the steps shown. The scope of the present invention is not limited in this respect.

[0047] The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to"; the term "based on" means "at least partially based on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; and the term "optionally" means "optional embodiments". Definitions of other terms will be given in the following description. It should be noted that the concepts of "first," "second," etc., mentioned in this invention are used only to distinguish different devices, modules, or units, and are not intended to limit the order of functions performed by these devices, modules, or units or their interdependencies.

[0048] It should be noted that the terms "a" and "a plurality of" used in this invention are illustrative rather than restrictive. Those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0049] The names of the messages or information exchanged between the multiple devices in the embodiments of the present invention are for illustrative purposes only and are not intended to limit the scope of these messages or information.

[0050] like Figure 1 As shown in the figure, an embodiment of the present invention provides a dual-driving-mode control system for mining trucks. The dual-driving-mode control system for mining trucks includes a drive-by-wire controller, an operation signal acquisition module, an abnormal signal acquisition module, and a vehicle drive-by-wire modification kit. The operation signal acquisition module, the abnormal signal acquisition module, and the vehicle drive-by-wire modification kit are respectively communicatively connected to the drive-by-wire controller.

[0051] The drive-by-wire controller is used to receive operation signals, which are used to start and stop the vehicle drive-by-wire modification kit. The drive-by-wire controller is also used to receive alarm signals and fault signals, and to start and stop the vehicle drive-by-wire modification kit according to the alarm signals and fault signals.

[0052] Specifically, a drive-by-wire controller is a control device based on electronic and computer technology. It replaces traditional mechanical or hydraulic connections, transmitting commands and feedback information via electrical signals. In this system, the drive-by-wire controller, as the core control unit, employs a PLC programmable controller. It is responsible for receiving operating signals, alarm signals, and fault signals from various sources and, based on this, controlling the start and stop of the entire vehicle's drive-by-wire retrofit kit. It possesses powerful computing capabilities and real-time response capabilities, enabling it to quickly process large amounts of data and make accurate decisions. The introduction of the drive-by-wire controller aims to achieve precise, fast, and reliable autonomous driving control. Compared to traditional mechanical systems, drive-by-wire technology reduces physical connection components, improves system response speed and reliability, and facilitates the integration of advanced algorithms and artificial intelligence technologies.

[0053] The operation signal acquisition module is used to acquire the operation signals of the actuator;

[0054] Specifically, the operation signal acquisition module is used to collect operation signals from actuators (such as steering, acceleration, braking, etc.) and transmit these signals to the drive-by-wire controller, enabling it to understand the driver's intentions or pre-programmed commands, thereby achieving effective control of the mining truck. When the drive-by-wire controller receives a manual operation signal, it immediately stops controlling the modified kits on the mining truck and automatically exits the unmanned driving mode, switching to manned driving mode. The operation signal acquisition module ensures rapid switching from unmanned to manned driving mode, providing greater operational flexibility and safety.

[0055] The abnormal signal acquisition module is used to acquire the alarm signal of the indicator light and the fault signal of the fault detection board;

[0056] Specifically, the abnormal signal acquisition module monitors and collects abnormal information related to the status of the mining truck, such as alarm signals from indicator lights and fault signals from the fault detection board. By monitoring abnormal information in real time, the system can take immediate action when potential problems occur to ensure driving safety. Specifically, the abnormal signal acquisition module acquires alarm and fault signals in real time and transmits them to the drive-by-wire controller, allowing it to assess whether the current situation affects the normal operation of the mining truck. If a problem affecting safe operation is indeed found, the drive-by-wire controller will react quickly, immediately stopping control of the modification kits on the mining truck, thus stopping the truck and preventing potential hazards. The abnormal signal acquisition module enhances the self-protection mechanism of the mining truck's dual-driving-mode control system, improving the overall safety and stability of operation.

[0057] Warning signals are typically used to alert drivers to potential problems with the truck's operating systems. For example, when a truck's steering system malfunctions, the main warning light will illuminate, possibly accompanied by a buzzer, to prompt the driver to stop and inspect the vehicle. These warning signals are usually indicated by red or yellow indicator lights on the dashboard. Red typically indicates a serious malfunction requiring immediate attention, while yellow indicates a minor malfunction requiring prompt correction. In some cases, warning signals may also be associated with other vehicle safety systems. For instance, when the Anti-lock Braking System (ABS) malfunction light illuminates, even if other braking systems are functioning normally, the ABS has failed and requires immediate repair.

[0058] Fault signals refer to more detailed fault information displayed on the fault detection board, including fault codes and subsystem status. For example, when the system detects a priority 1 fault, the fault status light will flash, and detailed fault information will be displayed on the screen. The information on the fault detection board can help maintenance personnel quickly locate the problem and record the fault type and time of occurrence for further analysis and prevention. In some mining trucks, the fault detection board may also display specific fault codes and subsystem status on the screen to facilitate diagnosis and handling by operators or maintenance personnel.

[0059] The vehicle drive-by-wire retrofit kit is used to receive electrical signals from the drive-by-wire controller and control the mining truck's actions in unmanned driving mode through the electrical signals.

[0060] Specifically, the vehicle drive-by-wire retrofit kit is the core component for achieving autonomous driving. It consists of a series of sensors, actuators, and other auxiliary equipment, used to replace the original structure of mining trucks. The kit executes corresponding actions, such as steering, acceleration, and braking, based on electrical signals from the drive-by-wire controller, enabling the mining truck to complete predetermined tasks without human intervention. The kit is the concrete executor of the autonomous driving function, seamlessly integrated into the existing mining truck structure, ensuring that the integrity and stability of the original system are not affected. The performance of the vehicle drive-by-wire retrofit kit directly determines the operational accuracy and efficiency in autonomous driving mode.

[0061] In this embodiment, when the mining truck is in unmanned driving mode, the drive-by-wire controller generates electrical signals for various functions and sends these signals to the vehicle drive-by-wire modification kit. This causes the kit to perform actions such as forward movement, steering, and cargo box lifting to meet the normal functional requirements of the mining truck. An operation signal acquisition module is introduced. When the drive-by-wire controller receives an operation signal, indicating that the mining truck is being manually operated, it stops controlling the modification kit and exits the unmanned driving mode. This ensures that the mining truck can quickly and safely switch from unmanned to manned driving mode when manual intervention is needed, thus protecting the driver's safety. Furthermore, an abnormal signal acquisition module is also introduced. When the drive-by-wire controller receives alarm or fault signals, indicating a problem with the mining truck's operation, it determines whether the alarm or fault signal affects the normal operation of the mining truck. If the determination is that it does, the drive-by-wire controller stops controlling the modification kit. In summary, the dual-driving-mode control system for mining trucks of the present invention not only enables the normal operation of mining trucks in unmanned driving mode to ensure driver safety and improve work efficiency, but also monitors the status of mining trucks in real time and reacts promptly based on alarm signals and fault signals. Especially in complex mining environments, it greatly reduces the risk of accidents.

[0062] Optionally, such as Figure 2 As shown, the dual-driving-mode control system for mining trucks also includes a safety redundancy system, which includes a first safety redundancy controller and a second safety redundancy controller. The first safety redundancy controller is communicatively connected to the drive-by-wire controller, and the second safety redundancy controller is communicatively connected to the unmanned driving controller. The drive-by-wire controller is also communicatively connected to the unmanned driving controller.

[0063] The first safety redundancy controller is used to monitor the first operating state of the drive-by-wire controller. When the first operating state is a first fault state, it controls the electro-proportional brake valve to stop the mining truck. The first operating state includes the first fault state.

[0064] The second safety redundancy controller is used to monitor the second operating state of the unmanned driving controller. When the second operating state is a second fault state, it controls the electro-proportional brake valve to stop the mining truck. The second operating state includes the second fault state.

[0065] Specifically, the drive-by-wire controller boasts a mean time between failures (MTBF) of up to 300,000 hours, exhibiting extremely high reliability. However, to ensure the safety of the mining truck in autonomous driving mode under any possible extreme conditions, redundancy is incorporated. Specifically, a first safety redundancy controller and a second safety redundancy controller are added. The first safety redundancy controller communicates with the drive-by-wire controller via a Controller Area Network (CAN) bus, continuously monitoring the drive-by-wire controller's first operating state. This first operating state includes the drive-by-wire controller's operational status (such as CPU load, memory usage, sensor feedback, etc.), the communication status between the drive-by-wire controller and the autonomous driving controller, and the data status on the CAN bus. When the first safety redundancy controller detects a first fault state in the first operating state, it quickly assesses the current state of the mining truck according to a preset safety strategy, determining whether emergency braking measures are necessary. If a safety hazard exists, the first safety redundancy controller will immediately respond to the emergency braking strategy, forcibly stopping the vehicle via an electro-proportional brake valve to ensure a safe stop in the shortest possible time.

[0066] The second safety redundancy controller communicates with the autonomous driving controller via a Registered Jack 45 (RJ45) network cable, continuously monitoring the autonomous driving controller's second operating status. This second operating status includes the autonomous driving controller's operational status (such as CPU load, memory usage, sensor feedback, etc.), the communication status between the drive-by-wire controller and the autonomous driving controller, and the data status on the RJ45 network cable. When the second safety redundancy controller detects a second fault state in the second operating status, it quickly assesses the current state of the mining truck according to a preset safety strategy to determine whether emergency braking measures are necessary. If a safety hazard exists, the second safety redundancy controller will immediately respond to the emergency braking strategy, forcibly stopping the vehicle through the electro-proportional brake valve to ensure a safe stop in the shortest possible time.

[0067] Furthermore, the drive-by-wire controller and the autonomous driving controller achieve efficient real-time information exchange via CAN bus and hard-wired signals, ensuring that critical commands can be rapidly transmitted even in the event of network communication failure, thereby improving system response speed and safety. A communication link is established between the first and second safety redundancy controllers, forming a mutual backup relationship. When the first safety redundancy controller malfunctions, the electro-proportional brake valve can be controlled via the second safety redundancy controller. Conversely, when the second safety redundancy controller malfunctions, the electro-proportional brake valve can be controlled via the first safety redundancy controller.

[0068] In this optional embodiment, by introducing a first and a second redundant safety controller, the system not only significantly enhances its fault tolerance, ensuring continuous and stable operation even when the wired controller or autonomous driving controller malfunctions, but also provides a real-time monitoring and rapid response mechanism. This allows the system to immediately take emergency braking measures upon detecting any anomalies, effectively avoiding potential safety hazards. Furthermore, a communication connection is established between the two redundant safety controllers, forming a mutual backup relationship. When one redundant safety controller malfunctions, the other can seamlessly take over the control tasks, strengthening the system's emergency response capabilities and improving system safety.

[0069] Optionally, such as Figure 3 As shown, the vehicle drive-by-wire retrofit kit includes a drive retrofit system, which includes a pedal potentiometer, an electric drive system, an engine, a signal interlock device, and a signal conversion device. One end of the signal interlock device is communicatively connected to the pedal potentiometer and the signal conversion device, and the other end of the signal interlock device is communicatively connected to the engine and the electric drive system. The signal conversion device is communicatively connected to the drive-by-wire controller.

[0070] The signal conversion device is used to convert the frequency signal output by the drive-by-wire controller into a voltage signal to control the electric drive system and the engine in the unmanned driving mode;

[0071] In the unmanned driving mode, the signal interlock device is used to receive the voltage signal and control the electric drive system and the engine through the voltage signal. In the manned driving mode, the signal interlock device is used to receive the pedal signal from the pedal potentiometer and control the electric drive system and the engine through the pedal signal.

[0072] Specifically, in the unmanned driving mode of the mining truck, the drive-by-wire controller analyzes the drive commands from the unmanned driving controller and outputs a frequency signal to indicate the desired speed or torque. The signal conversion device receives the frequency signal and converts it into a corresponding voltage signal so that the electric drive system and engine can understand and execute it. The signal interlock device receives the voltage signal provided by the signal conversion device and adjusts the operating state of the electric drive system and engine accordingly, ensuring that the commands issued by the unmanned driving system are executed accurately. In the manned driving mode of the mining truck, the pedal potentiometer detects the pressure applied to the traction pedal and converts this physical quantity into a pedal signal, which serves as the input to control the electric drive system and engine. The interlock control device receives the pedal signal from the pedal potentiometer and adjusts the output of the electric drive system and engine in real time according to the driver's operating intentions, ensuring that the mining truck operates according to the driver's wishes.

[0073] The signal interlock device can detect in real time whether the mining truck is in driverless or driver-operated mode. Specifically, when the signal interlock device receives a voltage signal from the signal conversion device, it determines that the mining truck is in driverless mode; when it receives a pedal signal from the pedal potentiometer, it determines that the mining truck is in driver-operated mode. During the switch from driverless to driver-operated mode, the signal interlock device immediately cuts off the electrical signal of the drive-by-wire controller, completely handing over control to the driver and avoiding conflicts between the two driving modes. Therefore, the signal interlock device ensures that the mining truck can operate safely and stably in both driverless and driver-operated modes, guaranteeing the uniqueness and non-interference of the drive signals in a single driving mode, thereby avoiding any possible operational conflicts or safety hazards.

[0074] In this optional embodiment, a signal conversion device and a signal interlock device are added to the original drive system. By introducing the signal conversion device, the frequency signal received from the drive-by-wire controller is converted into a voltage signal, enabling precise control of the electric drive system and engine in autonomous driving mode. By introducing the signal interlock device, the current driving mode is determined based on the received signal, achieving seamless switching between autonomous driving mode and manned driving mode, and effectively preventing operational conflicts or safety hazards between the two driving modes.

[0075] Optionally, such as Figure 4As shown, the vehicle drive-by-wire retrofit kit also includes a steering retrofit system. The steering retrofit system includes a steering distributor, a steering flow amplifier, a steering cylinder, a steering wheel, a pressure sensor, and an electric proportional steering valve. The steering wheel is communicatively connected to the steering distributor, the steering distributor is communicatively connected to the steering flow amplifier, the steering flow amplifier is communicatively connected to the steering cylinder, the pressure sensor is communicatively connected to the steering wheel, the pressure sensor is communicatively connected to the drive-by-wire controller, the electric proportional steering valve is communicatively connected to the drive-by-wire controller, and the electric proportional steering valve is connected in parallel with the steering distributor.

[0076] The pressure sensor is used to collect the steering wheel's movement signals;

[0077] The drive-by-wire controller is also used to receive the action signal, which is used to start and stop the steering flow amplifier in the manned driving mode, thereby controlling the start and stop of the steering cylinder.

[0078] The electric proportional steering valve is used to receive a first electrical signal output by the drive-by-wire controller in the autonomous driving mode, and to control the steering flow amplifier through the first electrical signal, thereby controlling the steering cylinder.

[0079] Specifically, in the unmanned driving mode of the mining truck, the hydraulic oil generated by the hydraulic power source first flows through the electro-proportional steering valve, then through the steering flow amplifier, and finally into the steering cylinder. Specifically, the drive-by-wire controller analyzes the steering command from the unmanned driving controller and outputs a first current signal to indicate the target steering angle. The electro-proportional steering valve receives the first current signal and adjusts the position of its internal valves accordingly, controlling the hydraulic flow to the steering flow amplifier, thereby controlling the movement of the steering cylinder and achieving precise wheel steering. In the manned driving mode of the mining truck, the hydraulic oil generated by the hydraulic power source first flows through the steering distributor, then through the steering flow amplifier, and finally into the steering cylinder. Specifically, when the driver turns the steering wheel, an action signal is generated. The steering distributor receives the action signal and outputs the amount of hydraulic oil corresponding to the steering wheel angle and speed, i.e., the hydraulic flow of the flow amplifier. By controlling the hydraulic flow of the flow amplifier, the movement of the steering cylinder is controlled, achieving precise wheel steering.

[0080] When the mining truck is in driverless mode, if the pressure sensor detects steering wheel rotation, it immediately sends a signal to the drive-by-wire controller. Upon receiving this signal, the drive-by-wire controller immediately stops controlling the electronic proportional steering valve, transferring full control to the driver. This ensures priority control in manned mode and achieves seamless switching between driverless and manned modes.

[0081] In this optional embodiment, an electric proportional steering valve and a pressure sensor are added to the original steering system. The electric proportional steering valve achieves precise control of the steering cylinder's movement by accurately adjusting the hydraulic flow to the steering flow amplifier, thereby providing high-precision wheel steering in autonomous driving mode. Furthermore, the pressure sensor monitors steering wheel operation in real time; when it detects the driver turning the steering wheel, it immediately stops autonomous driving mode control and switches to manual driving mode to ensure the driver's operational priority.

[0082] Optionally, such as Figure 4 As shown, the steering modification system also includes a linear displacement sensor, which is communicatively connected to the steering cylinder and to the drive-by-wire controller.

[0083] The linear displacement sensor is used to acquire the steering angle of the steering cylinder;

[0084] The drive-by-wire controller is also used to receive the steering angle and determine the first electrical signal based on the steering angle.

[0085] Specifically, a linear displacement sensor is mounted on the steering cylinder to directly monitor its extension and retraction displacement, thereby calculating the actual steering angle of the wheel. The drive-by-wire controller receives the actual steering angle from the linear displacement sensor and, combined with the steering command from the autonomous driving controller (i.e., the target steering angle of the wheel), outputs a first current signal. This first current signal adjusts the position of the valve inside the proportional steering valve, controlling the hydraulic flow to the steering flow amplifier, thereby controlling the movement of the steering cylinder.

[0086] In this optional embodiment, a linear displacement sensor is added to the original steering system. The actual steering angle of the wheel is fed back in real time by the linear displacement sensor. The steer-by-wire controller can dynamically adjust the output first electrical signal to ensure that the action of the steering cylinder makes the real-time steering angle of the wheel quickly approach the target steering angle, forming a closed-loop control and improving the accuracy and response speed of the steering process.

[0087] Optionally, such as Figure 5 As shown, the vehicle drive-by-wire retrofit kit also includes a braking retrofit system, which includes a brake pedal valve, a brake, and an electric proportional brake valve. The brake pedal valve is communicatively connected to the brake, and the electric proportional brake valve is communicatively connected to the drive-by-wire controller. The electric proportional brake valve is connected in parallel with the brake pedal valve.

[0088] The electro-proportional brake valve is used to receive a second electrical signal output by the drive-by-wire controller and control the brake through the second electrical signal.

[0089] Specifically, in the unmanned driving mode of the mining truck, the drive-by-wire controller analyzes the braking command from the unmanned driving controller and outputs a second current signal to indicate the target braking pressure. The electro-proportional brake valve receives the second electrical signal and adjusts the position of its internal valves accordingly, controlling the hydraulic flow from the hydraulic power source to the brake, thus achieving precise control of the brake. By dynamically adjusting the hydraulic flow, the electro-proportional brake valve ensures that the brake can respond quickly and execute the required braking action precisely. In the manned driving mode of the mining truck, when the driver depresses the brake pedal, the brake pedal valve is activated, allowing hydraulic fluid to flow from the hydraulic power source to the brake. The brake pedal valve controls the hydraulic flow from the hydraulic power source to the brake by adjusting the position of its internal valves, achieving precise control of the brake. By dynamically adjusting the hydraulic flow, the brake pedal valve ensures that the brake can respond quickly and execute the required braking action precisely.

[0090] The electric proportional brake valve is connected in parallel with the brake pedal valve. Specifically, the P port and T port of the brake pedal valve are connected in parallel with the P port and T port of the electric proportional brake valve, respectively, and the A port of the brake pedal valve is connected in parallel with the A port of the electric proportional brake valve through a shuttle valve.

[0091] In this optional embodiment, an electric proportional brake valve is added to the original braking system. The electric proportional brake valve controls the amount of hydraulic oil flowing from the hydraulic power source to the brake by adjusting the position of the internal valve, thereby controlling the brake to perform braking actions in the unmanned driving mode.

[0092] Optionally, such as Figure 6 As shown, the vehicle drive-by-wire retrofit kit also includes a lifting system, which includes a manual lifting pilot valve, a lifting main valve, a lifting cylinder, and an electro-proportional lifting pilot valve. The manual lifting pilot valve is communicatively connected to the lifting main valve, the lifting main valve is communicatively connected to the lifting cylinder, the electro-proportional lifting pilot valve is communicatively connected to the drive-by-wire controller, and the electro-proportional lifting pilot valve is connected in parallel with the manual lifting pilot valve.

[0093] The electro-proportional lifting pilot valve is used to receive a third electrical signal output by the wired controller, and controls the lifting main valve through the third electrical signal, thereby controlling the lifting cylinder.

[0094] Specifically, in the unmanned driving mode of the mining truck, the drive-by-wire controller interprets the lifting command from the unmanned driving controller and outputs a third current signal to indicate the target lifting angle. The electro-proportional lifting pilot valve receives the third current signal and adjusts the position of its internal valves accordingly to change the amount and pressure of hydraulic oil flowing from the power source to the lifting main valve. The lifting main valve, based on the hydraulic oil flow and pressure provided by the electro-proportional lifting pilot valve, adjusts the position of its internal valves to control the lifting cylinder to perform actions (lifting, forced lowering, locking, floating). In the manned driving mode of the mining truck, when the driver places the lifting handle in the action (lifting, forced lowering, locking, floating) position, the manual lifting pilot valve adjusts the position of its internal valves accordingly to change the amount and pressure of hydraulic oil flowing from the power source to the lifting main valve. The lifting main valve, based on the hydraulic oil flow and pressure provided by the manual lifting pilot valve, adjusts the position of its internal valves to control the lifting cylinder to perform actions.

[0095] Lifting refers to the process where the lifting cylinder receives hydraulic oil, pushing the piston upward to smoothly raise the cargo box to a set height. Forced descent refers to the lifting cylinder releasing hydraulic oil, causing the piston to descend rapidly under gravity, quickly lowering the cargo box to the ground. Locking means the hydraulic oil in the lifting cylinder is locked, the piston remains in its current position, and the cargo box will not move. Floating means the hydraulic oil in the lifting cylinder can flow freely within a certain range, allowing the piston to move up and down within a small range, enabling the cargo box to float slightly with the terrain.

[0096] In this optional embodiment, an electro-proportional lifting pilot valve is added to the original lifting system. This pilot valve, by adjusting the position of its internal valves, changes the amount and pressure of hydraulic fluid flowing from the pressure source to the lifting main valve. Then, it controls the lifting main valve to enable the lifting cylinder to perform lifting, forced descent, locking, and floating operations in unmanned mode.

[0097] Optionally, such as Figure 6 As shown, the lifting modification system also includes a lifting angle sensor, which is communicatively connected to the lifting cylinder and the drive-by-wire controller.

[0098] The lifting angle sensor is used to collect the lifting angle of the cargo box;

[0099] The drive-by-wire controller is also used to receive the lifting angle and determine the third electrical signal based on the lifting angle.

[0100] Specifically, the lifting angle sensor is installed near or directly integrated into the lifting cylinder, enabling precise measurement of the cargo box's angle relative to the ground. The drive-by-wire controller receives the real-time lifting angle from the sensor and, combined with the lifting command from the autonomous driving controller (i.e., the target lifting angle of the cargo box), outputs a first current signal. This first current signal adjusts the position of the valve inside the electro-proportional lifting pilot valve, controlling the hydraulic flow of the main lifting valve, thereby controlling the movement of the lifting cylinder.

[0101] In this optional embodiment, a lifting angle sensor is added to the original lifting system. The lifting angle of the cargo box is fed back in real time by the lifting angle sensor. The wired controller can dynamically adjust the output third electrical signal to ensure that the action of the lifting cylinder makes the actual lifting angle of the cargo box quickly approach the target lifting angle, forming a closed-loop control and improving the accuracy and response speed of the lifting process.

[0102] Optionally, such as Figure 2 As shown, the dual driving mode control system for mining trucks also includes a mode switching switch, which is communicatively connected to the drive-by-wire controller.

[0103] The mode switch is used to switch between manned driving mode and unmanned driving mode.

[0104] Specifically, after the remote battery is powered on, the drive-by-wire controller first powers on and enters standby mode, awaiting selection by the mode switch. When the driver selects the manned driving mode via the mode switch, the mode switch sends a signal to the drive-by-wire controller. The drive-by-wire controller immediately responds, disconnecting the communication connection with the autonomous driving controller and ceasing to receive and execute any commands from the autonomous driving controller. At this time, the driver can control the power supply status of the electric drive system not only via the key switch but also via the engine start button. When the driver selects the autonomous driving mode via the mode switch, the drive-by-wire controller will continuously acquire commands from the autonomous driving controller. If the drive-by-wire controller receives a power-on command from the autonomous driving controller, it outputs a first frequency signal according to the power-on command. The signal conversion device receives the first frequency signal and converts it into a first voltage signal. The first relay closes according to the first voltage signal, thereby controlling the start of the electric drive system. If the drive-by-wire controller receives an engine start command from the autonomous driving controller, it outputs a second frequency signal according to the engine start command. The signal conversion device receives the second frequency signal and converts it into a second voltage signal. The second relay closes based on the second voltage signal, thereby controlling the engine start. Furthermore, the manned driving mode has a higher priority than the driverless driving mode. In driverless mode, the driver can switch to manned driving mode at any time. Mining trucks are only permitted to switch to driverless mode when not under manual operation.

[0105] In this optional embodiment, a mode switching switch is introduced, making the switching between manned and unmanned driving modes simple and efficient. In complex or hazardous environments, the unmanned driving mode can be activated to improve operational efficiency; while in situations requiring delicate operation or emergencies, the system can quickly switch to manned driving mode, ensuring operational flexibility and adaptability.

[0106] Optionally, such as Figure 2 As shown, the dual-driving-mode control system for mining trucks also includes supplementary sensors, which are communicatively connected to the abnormal signal acquisition module.

[0107] The supplementary sensor is used to collect the operating parameters of the mining truck;

[0108] The drive-by-wire controller is also used to receive the operating parameters and determine whether to stop controlling the whole vehicle drive-by-wire modification kit based on the operating parameters.

[0109] When the drive-by-wire controller receives a first preset signal and a second preset signal, it stops controlling the vehicle drive-by-wire modification kit. The first preset signal includes the alarm signal and / or the fault signal, and the second preset signal includes the error signal of the operating parameters.

[0110] Specifically, in the unmanned driving mode of the mining truck, supplementary sensors collect real-time operating parameters of the truck, including but not limited to the truck's speed, real-time hydraulic system pressure, and engine operating status. These parameters are promptly sent to the drive-by-wire controller via an anomaly signal acquisition module. The drive-by-wire controller comprehensively assesses the received operating parameters, alarm signals, and fault signals to determine whether the current problem affects normal operation. If the problem affects normal operation (e.g., abnormal hydraulic system pressure, excessively high engine temperature, or failure of critical sensors), the drive-by-wire controller will stop controlling the modified components on the truck to ensure its safety. If the problem does not affect normal operation (e.g., a temporary sensor malfunction does not affect overall functionality), the drive-by-wire controller will record the problem and send it to the unmanned driving controller to alert technicians for repairs.

[0111] In this optional embodiment, by introducing supplementary sensors to acquire the operating parameters of the mining truck in real time, it is beneficial to ensure that the mining truck is in a safe and controllable state at all times. Especially in the event of potential dangers or malfunctions, measures can be taken quickly to prevent accidents. Based on the received current operating parameters, alarm signals, and fault signals of the mining truck, it is determined whether to stop controlling the whole vehicle drive-by-wire modification kit, reducing the possibility of misjudgment and enhancing the overall reliability of the system.

[0112] While the present invention has been disclosed above, its scope of protection is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the scope of protection of the present invention.

Claims

1. A dual-driving-mode control system for mining trucks, characterized in that, The dual-mode driving control system for mining trucks includes a drive-by-wire controller, an operation signal acquisition module, an abnormal signal acquisition module, and a vehicle drive-by-wire modification kit. The operation signal acquisition module, the abnormal signal acquisition module, and the vehicle drive-by-wire modification kit are all communicatively connected to the drive-by-wire controller. The drive-by-wire controller is used to receive operation signals, which are used to start and stop the vehicle drive-by-wire modification kit. The drive-by-wire controller is also used to receive alarm signals and fault signals, and to start and stop the vehicle drive-by-wire modification kit according to the alarm signals and fault signals. The operation signal acquisition module is used to acquire the operation signals of the actuator; The abnormal signal acquisition module is used to acquire the alarm signal of the indicator light and the fault signal of the fault detection board; The vehicle drive-by-wire retrofit kit is used to receive electrical signals from the drive-by-wire controller and control the mining truck's actions in unmanned driving mode through the electrical signals. The vehicle drive-by-wire retrofit kit includes a steering retrofit system, which comprises a steering distributor, a steering flow amplifier, a steering cylinder, a steering wheel, a pressure sensor, an electric proportional steering valve, and a linear displacement sensor. The steering wheel is communicatively connected to the steering distributor, the steering distributor is communicatively connected to the steering flow amplifier, the steering flow amplifier is communicatively connected to the steering cylinder, the pressure sensor is communicatively connected to the steering wheel and the drive-by-wire controller, the electric proportional steering valve is communicatively connected to the drive-by-wire controller and is connected in parallel with the steering distributor, and the linear displacement sensor is communicatively connected to the steering cylinder and the drive-by-wire controller. The pressure sensor is used to collect the steering wheel's movement signals; The linear displacement sensor is used to acquire the steering angle of the steering cylinder; The drive-by-wire controller is also used to receive the action signal, which is used to start and stop the steering flow amplifier in manned driving mode, thereby controlling the start and stop of the steering cylinder; the drive-by-wire controller is also used to receive the steering angle and determine a first electrical signal based on the steering angle; The electric proportional steering valve is used to receive a first electrical signal output by the drive-by-wire controller in the autonomous driving mode, and to control the steering flow amplifier through the first electrical signal, thereby controlling the steering cylinder.

2. The dual-driving-mode control system for mining trucks according to claim 1, characterized in that, The dual-driving-mode control system for mining trucks also includes a safety redundancy system, which includes a first safety redundancy controller and a second safety redundancy controller. The first safety redundancy controller is communicatively connected to the drive-by-wire controller, and the second safety redundancy controller is communicatively connected to the unmanned driving controller. The first safety redundancy controller is communicatively connected to the second safety redundancy controller, and the drive-by-wire controller is communicatively connected to the unmanned driving controller. The first safety redundancy controller is used to monitor the first operating state of the drive-by-wire controller. When the first operating state is a first fault state, it controls the electro-proportional brake valve to stop the mining truck. The first operating state includes the first fault state. The second safety redundancy controller is used to monitor the second operating state of the unmanned driving controller. When the second operating state is a second fault state, it controls the electro-proportional brake valve to stop the mining truck. The second operating state includes the second fault state.

3. The dual-driving-mode control system for mining trucks according to claim 1, characterized in that, The vehicle drive-by-wire retrofit kit also includes a drive retrofit system, which includes a pedal potentiometer, an electric drive system, an engine, a signal interlock device, and a signal conversion device. One end of the signal interlock device is communicatively connected to the pedal potentiometer and the signal conversion device, and the other end of the signal interlock device is communicatively connected to the engine and the electric drive system. The signal conversion device is communicatively connected to the drive-by-wire controller. The signal conversion device is used to convert the frequency signal output by the drive-by-wire controller into a voltage signal to control the electric drive system and the engine in the unmanned driving mode; In the unmanned driving mode, the signal interlock device is used to receive the voltage signal and control the electric drive system and the engine through the voltage signal. In the manned driving mode, the signal interlock device is used to receive the pedal signal from the pedal potentiometer and control the electric drive system and the engine through the pedal signal.

4. The dual-driving-mode control system for mining trucks according to claim 1, characterized in that, The vehicle drive-by-wire retrofit kit also includes a braking retrofit system, which includes a brake pedal valve, a brake, and an electric proportional brake valve. The brake pedal valve is communicatively connected to the brake, and the electric proportional brake valve is communicatively connected to the drive-by-wire controller. The electric proportional brake valve is connected in parallel with the brake pedal valve. The electro-proportional brake valve is used to receive a second electrical signal output by the drive-by-wire controller and control the brake through the second electrical signal.

5. The dual-driving-mode control system for mining trucks according to claim 1, characterized in that, The vehicle drive-by-wire retrofit kit also includes a lifting system, which includes a manual lifting pilot valve, a lifting main valve, a lifting cylinder, and an electro-proportional lifting pilot valve. The manual lifting pilot valve is communicatively connected to the lifting main valve, the lifting main valve is communicatively connected to the lifting cylinder, the electro-proportional lifting pilot valve is communicatively connected to the drive-by-wire controller, and the electro-proportional lifting pilot valve is connected in parallel with the manual lifting pilot valve. The electro-proportional lifting pilot valve is used to receive a third electrical signal output by the wired controller, and controls the lifting main valve through the third electrical signal, thereby controlling the lifting cylinder.

6. The dual-driving-mode control system for mining trucks according to claim 5, characterized in that, The lifting modification system also includes a lifting angle sensor, which is communicatively connected to the lifting cylinder and to the drive-by-wire controller. The lifting angle sensor is used to collect the lifting angle of the cargo box; The drive-by-wire controller is also used to receive the lifting angle and determine the third electrical signal based on the lifting angle.

7. The dual-driving-mode control system for mining trucks according to claim 1, characterized in that, The dual driving mode control system for mining trucks also includes a mode switching switch, which is communicatively connected to the drive-by controller. The mode switch is used to switch between manned driving mode and unmanned driving mode.

8. The dual-driving-mode control system for mining trucks according to claim 1, characterized in that, The dual-driving-mode control system for mining trucks also includes supplementary sensors, which are communicatively connected to the abnormal signal acquisition module. The supplementary sensor is used to collect the operating parameters of the mining truck; The drive-by-wire controller is also used to receive the operating parameters and determine whether to stop controlling the whole vehicle drive-by-wire modification kit based on the operating parameters. When the drive-by-wire controller receives a first preset signal and a second preset signal, it stops controlling the vehicle drive-by-wire modification kit. The first preset signal includes the alarm signal and / or the fault signal, and the second preset signal includes the error signal of the operating parameters.

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