Automatic anti-collision system for underground unmanned electric locomotive

Abstract

The invention discloses an automatic anti-collision system for an underground unmanned electric locomotive, and relates to the technical field of underground equipment protection, the automatic anti-collision system comprises an electric locomotive, the front end of the electric locomotive is integrated with a multi-mode environment sensing unit, the multi-mode environment sensing unit comprises a laser radar and an infrared camera, and the multi-mode environment sensing unit is used for constructing a three-dimensional dynamic environment model in real time and identifying organisms and high-temperature obstacles; an expandable first anti-collision assembly is arranged at the front end of the electric locomotive and comprises an anti-collision frame, an electric control rod and a pressure sensor; the anti-collision frame is switched from a storage state to an unfolding state through a motor driving electric control rod arranged at the front end of the electric locomotive, the width of the anti-collision frame exceeds an electric locomotive body, and a front physical protection barrier is formed. The pressure sensor is embedded in a hose arranged at the front end of the anti-collision frame, collision pressure is monitored in real time, obstacle avoidance or emergency braking is triggered in a graded mode, physical impact isolation-thermal diffusion suppression dual protection is achieved through real-time coupling of mechanical collision signals and thermal data, and the reliability of the extreme working condition of the underground unmanned electric locomotive is remarkably improved.

Description

Technical Field

[0001] The invention relates to the technical field of underground equipment protection, in particular to an automatic anti-collision system for an underground unmanned electric locomotive. Background Art

[0002] As mining extends to deeper areas, the underground transportation environment becomes increasingly complex. Unmanned electric locomotives have gradually become the core equipment for mine transportation due to their high efficiency and safety. However, existing underground unmanned electric locomotives still have significant defects in the field of collision avoidance technology, which are mainly reflected in the following aspects: First, the lack of environmental perception capabilities: Traditional anti-collision systems mostly rely on a single sensor (such as lidar or ultrasonic radar) to detect obstacles, but in the high dust, low illumination, and strong electromagnetic interference environment underground, the sensor is susceptible to noise interference, resulting in missed detection or misjudgment. For example, lidar will experience signal attenuation when the dust concentration is high, and infrared cameras may fail in high temperature areas. In addition, the existing system's recognition response speed for dynamic obstacles (such as moving vehicles or suddenly appearing operators) is insufficient, making it difficult to adapt to complex road conditions underground.

[0003] Second, the limitations of positioning and path planning: existing technologies mostly use static maps for path planning, but the underground tunnel structure may undergo temporary adjustments due to construction or geological changes (such as temporary closed areas or track offsets), resulting in a mismatch between the preset path and the actual environment. Therefore, it is necessary to design an automatic collision avoidance system for underground unmanned electric locomotives. Summary of the invention

[0004] The purpose of the present invention is to provide an automatic collision avoidance system for an underground unmanned electric locomotive to solve the problems raised in the above-mentioned background technology.

[0005] In order to solve the above technical problems, the present invention provides the following technical solutions: an automatic collision avoidance system for an underground unmanned electric locomotive, comprising an electric locomotive, a battery pack assembly being arranged in the electric locomotive, the battery pack assembly comprising a battery shell, hanging point brackets being arranged on the four side walls of the battery shell, a double-layer battery being arranged in the battery shell, a coolant tank being arranged in the battery shell, a cooling mechanism being arranged in the coolant tank, a second conduit being arranged on one side of the coolant tank, and a first pump being arranged at the connection, the second conduit being spirally arranged on the outer wall of the battery pack assembly, and its end being connected to the side wall of the coolant tank.

[0006] According to the above technical solution, a storage bin is provided at the part of the second conduit located at the front end of the electric locomotive, the storage bin is located in a water bin provided at the bottom of the electric locomotive, and a third conduit is provided at the front end of the water bin.

[0007] According to the above technical solution, a second pump is provided at the connection between the water tank and the third conduit.

[0008] According to the above technical solution, a laser radar and an infrared camera are arranged at the front of the electric locomotive. The laser radar and the infrared camera constitute a multimodal environmental perception unit to cooperate in real-time monitoring of the surrounding environment.

[0009] According to the above technical solution, a first anti-collision component is provided at the front end of the electric locomotive, and the first anti-collision component includes a support frame fixedly installed at the front end of the electric locomotive, and two support rods are symmetrically installed on the support frame, the bottoms of the two support rods are fixedly installed on the support frame, and the tops extend upward through the support frame, and an electric control rod is installed on the top bearings of the two support rods. A motor is provided at the front end of the electric locomotive, and the output end of the motor is fixedly connected to one end of the electric control rod, and the other end of the electric control rod is connected to the front end of the electric locomotive through a bearing seat, and an anti-collision frame is fixedly installed on the electric control rod.

[0010] According to the above technical solution, the width of the anti-collision frame is greater than the width of the electric locomotive body.

[0011] According to the above technical solution, a plurality of roller assemblies are symmetrically arranged at the front end of the anti-collision frame, a plurality of hoses are evenly arranged on the side walls of the roller assemblies, and pressure sensors are arranged inside the hoses.

[0012] According to the above technical solution, a dust suction inlet is arranged in the support frame, the dust suction inlet is connected to a first duct arranged in the body of the electric locomotive, the output port of the first duct is arranged at the rear of the electric locomotive, a dust collecting bin is arranged at the bottom of the electric locomotive, and a vacuum cleaner is arranged in the dust collecting bin.

[0013] According to the above technical solution, a spiral guide vane is embedded in the first conduit.

[0014] According to the above technical solution, a multi-stage filter module is arranged at the output port of the first conduit.

[0015] Compared with the prior art, the beneficial effects achieved by the present invention are as follows: the present invention is provided with a first anti-collision component. When the first anti-collision component at the front end of the electric locomotive collides with an obstacle, the pressure sensor signal and the front temperature sensor data are synchronously uploaded to the anti-collision system. If the front temperature sensor determines that there is a collision, it may cause damage to the battery structure, and the double-layer battery is immediately cut off. Then the first pump is switched to the full-speed heat release mode, and the coolant flow rate surges to 2m / s. At the same time, the clean water pre-stored in the water tank is continuously sprayed out, and then the heat spread caused by the internal short circuit of the double-layer battery is blocked. Through the real-time coupling of the mechanical collision signal and the thermal data, the dual protection of physical impact isolation and heat diffusion inhibition is realized, which significantly improves the reliability of the underground unmanned electric locomotive under extreme working conditions; By setting up a dust suction inlet, when the electric locomotive performs collision avoidance or routine driving tasks, the vacuum cleaner actively collects and discharges dust through the following process, ensuring a clean environment and equipment reliability, so that the laser radar will not experience signal attenuation. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The accompanying drawings are used to provide a further understanding of the present invention and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the present invention and do not constitute a limitation of the present invention. In the accompanying drawings: Figure 1 It is a schematic diagram of the overall three-dimensional structure of the present invention; Figure 2 It is a schematic diagram of the overall bottom structure of the present invention; Figure 3 It is a schematic diagram of the overall structure of the battery pack assembly of the present invention; Figure 4 is a schematic diagram of the internal structure of the battery pack assembly of the present invention; Figure 5 It is a schematic structural diagram of the roller assembly of the present invention; Figure 6 It is a schematic diagram of the storage bin structure of the present invention; Figure 7 It is a schematic diagram of the structure of the coolant bin of the present invention; In the figure: 1. electric locomotive; 2. battery pack assembly; 3. battery housing; 4. hanging point bracket; 5. laser radar; 6. infrared camera; 7. first anti-collision assembly; 8. support frame; 9. support rod; 10. electric control rod; 11. motor; 12. bearing seat; 13. anti-collision frame; 14. roller assembly; 15. hose; 16. pressure sensor; 17. dust suction inlet; 18. first duct; 19. vacuum cleaner; 20. spiral guide vane; 21. dust collection bin; 22. multi-stage filter module; 23. coolant bin; 24. second duct; 25. first pump; 26. double-layer battery; 27. storage bin; 28. water tank; 29. ​​third duct; 30. second pump. DETAILED DESCRIPTION

[0017] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0018] See also Figure 1-7, the present invention provides a technical solution: an automatic collision avoidance system for an underground unmanned electric locomotive, comprising an electric locomotive 1, which adopts an innovative multi-modal drive system, breaks through the limitations of traditional rail transportation equipment, and realizes seamless switching between rail guidance and autonomous navigation through intelligent electromechanical coupling technology. In the area covered by the rail network, the high-precision servo guidance device it is equipped with can ensure that the vehicle can achieve millimeter-level tracking along the preset track; when entering the unstructured operating area, relying on the multi-sensor fusion perception system (integrated laser radar, visual recognition and inertial navigation modules), combined with the real-time geological modeling data provided by the cloud-based digital twin platform, the vehicle can autonomously activate the intelligent navigation algorithm to achieve three-dimensional environmental perception, dynamic path planning and obstacle avoidance. This dual-drive mode makes intelligent decisions through the on-board edge computing center, which not only maintains the energy efficiency advantage of rail transportation, but also gives the equipment the autonomous maneuverability to break through physical limitations, significantly improving the operating flexibility and transportation efficiency under complex working conditions in mines; The electric locomotive 1 realizes track guidance by traction. When the electric locomotive 1 moves by track guidance, the battery pack assembly 2 arranged in the electric locomotive 1 does not provide power. When the electric locomotive 1 moves by autonomous navigation, the battery pack assembly 2 provides kinetic energy for the movement of the electric locomotive 1. The traction machine is an external structure and will not be described in detail here. The traction machine is connected to the anti-collision system, so that the anti-collision system has the function of controlling the traction machine, and the battery pack assembly 2 is also controlled by the anti-collision system; The electric locomotive 1 moves on the ground and underground in an autonomous navigation mode. The terrain on the ground and underground is relatively flat, and the battery pack assembly 2 has low energy consumption, and the probability of abnormal changes in the battery pack assembly 2 is low. The distance from the ground to the underground is moved by rail traction. The terrain in this distance is relatively steep, and the electric locomotive 1 is more dangerous to perform autonomous intelligent driving. Therefore, a suitable moving mode is selected according to the terrain to improve the overall safety of the electric locomotive 1; A laser radar 5 and an infrared camera 6 are arranged at the front of the electric locomotive 1. The laser radar 5 and the infrared camera 6 constitute a multimodal environmental perception unit, which cooperate to monitor the surrounding environment in real time and assist in driving the electric locomotive 1 for autonomous intelligent driving. The laser radar 5 emits a high-frequency laser beam in a 360° scanning mode, generates three-dimensional point cloud data of the underground tunnel in real time, and accurately detects the distance, contour and motion trajectory of obstacles ahead (such as slag piles, temporary equipment or track offset areas); the infrared camera 6 simultaneously captures thermal radiation images, identifies organisms (such as operators) and high-temperature obstacles (such as electric locomotive power components) in low-light or dust-shielded environments, and constructs a high-precision dynamic environment model by superimposing multi-sensor data with the laser radar point cloud data; A first anti-collision component 7 is provided at the front end of the electric locomotive 1. The first anti-collision component 7 includes a support frame 8 fixedly installed at the front end of the electric locomotive 1. Two support rods 9 are symmetrically installed on the support frame 8. The bottoms of the two support rods 9 are fixedly installed on the support frame 8, and the tops penetrate the support frame 8 and extend upward. An electric control rod 10 is installed on the top bearings of the two support rods 9. A motor 11 is provided at the front end of the electric locomotive 1. The output end of the motor 11 is fixedly connected to one end of the electric control rod 10, and the other end of the electric control rod 10 is connected to the front end of the electric locomotive 1 through a bearing seat 12. The anti-collision frame 13 has a width greater than the width of the electric locomotive 1. A plurality of roller assemblies 14 are symmetrically arranged at the front end of the anti-collision frame 13. A plurality of hoses 15 are evenly arranged on the side walls of the roller assemblies 14. A pressure sensor 16 is arranged in the hose 15. Before the electric locomotive 1 moves or when the automatic anti-collision system determines that the obstacle distance is less than a preset safety threshold, the automatic anti-collision system immediately starts the first anti-collision assembly 7. After receiving the command, the motor 11 drives the electric control rod 10 to rotate around the bearing seat 12, driving the anti-collision frame 13 to switch from the storage state (vertically parallel to the electric locomotive 1) to the deployment state (with the axis of the electric locomotive 1). The deployed anti-collision frame 13 makes initial contact with the obstacle through the roller assembly 14 at its front end, and the roller assembly 14 rolls along the surface of the obstacle at the moment of collision, converting the positive impact force into lateral sliding force, thereby reducing the kinetic energy loss of the electric locomotive 1. The hose 15 on the side wall of the roller assembly 14 deforms when under pressure, and the internal pressure sensor 16 monitors the pressure peak and distribution in real time. If the pressure exceeds the first safety threshold, the laser radar 5 continuously updates the obstacle. Position information, combined with the pressure feedback data of the roller assembly 14, the anti-collision system dynamically adjusts the inclination angle of the anti-collision frame 13 (by fine-tuning the angle of the electric control rod 10 through the motor 11), and guides the electric locomotive 1 to bypass the obstacle with the minimum turning radius. If the pressure exceeds the second safety threshold, the anti-collision system immediately triggers the energy supply structure of the electric locomotive 1 and cuts off the power output. If it moves on the track, it calls for manual inspection. If it moves autonomously, it retreats first, then adjusts the angle, and moves in another preset direction. The first safety threshold is a controllable value. Before reaching the second safety threshold, the execution instruction is to reach the destination; A dust suction inlet 17 is arranged in the support frame 8, and the dust suction inlet 17 is connected to a first duct 18 arranged in the body of the electric locomotive 1. The first duct 18 in the present embodiment is a wear-resistant corrugated duct, and the output port of the first duct 18 is arranged at the rear of the electric locomotive 1. A dust collecting bin 21 is arranged at the bottom of the electric locomotive 1, and a dust collector 19 is arranged in the dust collecting bin 21. The anti-collision system drives the dust collector 19 to operate during the movement of the electric locomotive 1. When the electric locomotive 1 performs anti-collision or regular driving tasks, the dust collector 19 realizes active dust collection and discharge through the following process to ensure environmental cleanliness and equipment reliability, so that the laser radar 5 will not have signal attenuation. When moving in the track traction mode, the dust collector 19 can be selected to be turned on non-continuously. Mode, when autonomous navigation moves, you can choose to continuously turn on the vacuum cleaner 19 mode, in which when the electric locomotive 1 is driving and raising dust, the dust suction inlet 17 set in the support frame 8 monitors the dust concentration in real time through the built-in airflow sensor. If it is detected that the particle concentration exceeds the preset threshold (such as ≥50mg / m³), or is linked with the collision signal of the first anti-collision component 7 (from the pressure sensor 16), the anti-collision system immediately starts the vacuum cleaner 19, and the vacuum cleaner 19 forms a stepped negative pressure gradient in the first duct 18 (the negative pressure at the inlet reaches -5kPa), and the crushed stone dust, rail wear debris and environmental suspended particles splashed by the collision are efficiently sucked into the dust suction inlet 17, and are transported to the rear of the vehicle through the first duct 18 for discharge; The first conduit 18 is embedded with a spiral guide vane 20, which uses centrifugal force to make large dust particles (particle size > 100 μm) settle into a dust collection bin 21 arranged at the bottom of the electric locomotive 1 during transportation, while fine particles (particle size ≤ 10 μm) continue to move to the rear of the vehicle with the airflow until they are discharged. A multi-stage filter module 22 (including a primary metal filter and a HEPA filter element) is arranged at the output port of the first conduit 18 to grade and filter the remaining dust. The purified air is discharged at a low dust concentration of ≤ 10 mg / m³, which meets the environmental protection standards for underground ventilation; Based on the dust diffusion range identified by the laser radar 5, the anti-collision system dynamically adjusts the negative pressure intensity of the vacuum cleaner 19 to achieve the optimal balance between energy consumption and dust removal efficiency (e.g., reducing the frequency to 70% power operation at low concentrations, and the maximum is 100%); When the anti-collision frame 13 contacts an obstacle and causes the pressure sensor 16 to detect a collision signal, the vacuum cleaner 19 automatically switches to a strong suction mode (the power is increased to 120% of the rated value) to accelerate the removal of dust in the anti-collision area to avoid obstructing the detection field of view of the laser radar 5 and the infrared camera 6.

[0019] The battery pack assembly 2 is the main structure of the electric locomotive 1, and includes a battery housing 3. Hanging point brackets 4 are arranged on the four side walls of the battery housing 3. Three hanging point brackets 4 can be welded on the transverse side wall, and two hanging point brackets 4 can be welded on the longitudinal side wall. The hanging point brackets 4 are fixedly connected to the bottom of the electric locomotive 1 by bolts, so that the battery pack assembly 2 can move synchronously with the electric locomotive 1; A double-layer battery 26 is arranged in the battery housing 3; A cooling liquid tank 23 is provided in the battery housing 3, a cooling mechanism is provided in the cooling liquid tank 23, and the cooling liquid is cooled by the cooling structure. The cooling liquid is stored in the cooling liquid tank 23, a second conduit 24 is provided on one side of the cooling liquid tank 23, and a first pump 25 is provided at the connection. The second conduit 24 is spirally provided on the outer wall of the battery pack assembly 2, and its end is connected to the side wall surface of the cooling liquid tank 23. The second conduit 24 is spirally provided to improve the uniformity of the surface temperature of the battery pack. During the charging and discharging process of the battery pack assembly 2 or in a non-operating state, it is necessary to ensure that the double-layer battery 26 operates in the optimal temperature range (20°C~35°C); A multi-point temperature sensor (such as an NTC thermistor) is arranged inside the double-layer battery 26, and the temperature data of the cell surface and the module gap are collected in real time through the multi-point temperature sensor. When the temperature of any monitoring point exceeds the preset threshold or the temperature rise rate is abnormal, the anti-collision system immediately sends a start command to the first pump 25, and the first pump 25 drives the coolant in a variable speed mode, which flows out of the coolant tank 23 and forms a closed loop through the second conduit 24. In this embodiment, the coolant can be a 50% ethylene glycol aqueous solution: The coolant flows evenly through the six surfaces of the battery pack assembly 2 along the spiral structure of the second conduit 24. The close fit design between the aluminum conduit wall and the battery pack shell maximizes the contact area and absorbs the Joule heat and polarization heat generated by the battery cell. Under normal working conditions (battery temperature ≤ 45°C), the first pump 25 operates in a low power consumption mode (30% rated power), and the coolant flow rate is controlled at 0.5 m / s, giving priority to reducing energy consumption; In high temperature or fast charging conditions (battery temperature>45°C), the first pump 25 switches to full power mode and the flow rate is increased to 1.2m / s to achieve rapid cooling; A storage bin 27 is provided at the portion of the second conduit 24 located at the front end of the electric locomotive 1. The storage bin 27 is located in a water bin 28 provided at the bottom of the electric locomotive. Clean water is stored in the water bin 28. A third conduit 29 is provided at the front end of the water bin 28. The third conduit 29 extends from the support frame 8 toward the front. A second pump 30 is provided at the connection between the water bin 28 and the third conduit 29. A front temperature sensor is provided at the front end of the electric locomotive 1. If the front temperature sensor detects that the temperature in front of the electric locomotive 1 is higher than 45° C., the anti-collision system drives the second pump 30 to operate. The second pump 30 operates to spray water in the water bin 28 to cool the front of the electric locomotive 1, thereby preventing the infrared camera 6 from failing due to high temperature. When the first anti-collision component 7 at the front end of the electric locomotive 1 collides with an obstacle, the pressure sensor 16 signal and the front temperature sensor data are synchronously uploaded to the anti-collision system. If the front temperature sensor determines that there is a collision, it may cause damage to the battery structure (such as extrusion deformation > 5mm), and the double-layer battery 26 is immediately cut off. Then the first pump 25 switches to the full-speed heat release mode, and the coolant flow rate surges to 2m / s. At the same time, the clean water pre-stored in the water tank 28 is continuously sprayed out, and then the heat spread caused by the internal short circuit of the double-layer battery 26 is blocked. Through the real-time coupling of the mechanical collision signal and the thermal data, the dual protection of physical impact isolation and heat diffusion inhibition is realized, which significantly improves the reliability of the underground unmanned electric locomotive 1 under extreme working conditions.

[0020] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device.

[0021] Finally, it should be noted that the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art can still modify the technical solutions described in the aforementioned embodiments or replace some of the technical features therein by equivalents. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. An automatic collision avoidance system for an unmanned underground electric locomotive, comprising an electric locomotive (1), characterized in that: The electric locomotive (1) has an integrated multi-modal environment perception unit at the front end, including a laser radar (5) and an infrared camera (6), which is used to construct a three-dimensional dynamic environment model in real time and identify living organisms and high-temperature obstacles; The front end of the electric locomotive (1) is provided with a deployable first anti-collision component (7), comprising an anti-collision frame (13), an electric control rod (10) and a pressure sensor (16); the anti-collision frame (13) drives the electric control rod (10) to switch from a stored state to an deployed state through a motor (11) arranged at the front end of the electric locomotive (1), and its width exceeds the body of the electric locomotive (1), forming a front physical protection barrier; the pressure sensor (16) is embedded in a hose (15) arranged at the front end of the anti-collision frame (13), monitors the collision pressure in real time, and triggers obstacle avoidance or emergency braking in stages; A battery pack assembly (2) is arranged in the electric locomotive (1), the battery pack assembly (2) comprising a double-layer battery (26) and a second conduit (24) wound in a spiral manner, the second conduit (24) connecting the coolant tank (23) and the first pump (25), dynamically adjusting the coolant flow rate according to the battery temperature and linking with the collision signal to achieve heat diffusion suppression.

2. The automatic collision avoidance system for an underground unmanned electric locomotive according to claim 1 is characterized in that: The battery pack assembly (2) comprises a battery housing (3), four side wall surfaces of the battery housing (3) are each provided with a hanging point bracket (4), and a cooling mechanism is provided in the coolant tank (23).

3. The automatic collision avoidance system for an underground unmanned electric locomotive according to claim 2 is characterized in that: A storage bin (27) is disposed at the portion of the second conduit (24) located at the front end of the electric locomotive (1); the storage bin (27) is located in a water bin (28) disposed at the bottom of the electric locomotive (1); and a third conduit (29) is disposed at the front end of the water bin (28).

4. The automatic collision avoidance system for an underground unmanned electric locomotive according to claim 3 is characterized in that: A second pump (30) is provided at the connection between the water tank (28) and the third conduit (29).

5. The automatic collision avoidance system for an underground unmanned electric locomotive according to claim 4 is characterized in that: The first anti-collision component (7) comprises a support frame (8) fixedly mounted on the front end of the electric locomotive (1), two support rods (9) being symmetrically mounted on the support frame (8), the bottoms of the two support rods (9) being fixedly mounted on the support frame (8), while the tops thereof pass through the support frame (8) and extend upwards, an electric control rod (10) being mounted on bearings at the tops of the two support rods (9), the output end of the motor (11) being fixedly connected to one end of the electric control rod (10), and the other end of the electric control rod (10) being connected to the front end of the electric locomotive (1) via a bearing seat (12).

6. The automatic collision avoidance system for an underground unmanned electric locomotive according to claim 5 is characterized in that: The width of the anti-collision frame (13) is greater than the width of the electric locomotive (1) body.

7. The automatic collision avoidance system for an underground unmanned electric locomotive according to claim 6 is characterized in that: A plurality of roller assemblies (14) are symmetrically arranged at the front end of the anti-collision frame (13).

8. The automatic collision avoidance system for an underground unmanned electric locomotive according to claim 7, characterized in that: A dust suction inlet (17) is arranged in the support frame (8), the dust suction inlet (17) is connected to a first conduit (18) arranged in the body of the electric locomotive (1), an output port of the first conduit (18) is arranged at the rear of the electric locomotive (1), a dust collecting bin (21) is arranged at the bottom of the electric locomotive (1), and a dust collector (19) is arranged in the dust collecting bin (21).

9. The automatic collision avoidance system for an underground unmanned electric locomotive according to claim 8, characterized in that: The first conduit (18) has a spiral guide vane (20) embedded therein.

10. The automatic collision avoidance system for an underground unmanned electric locomotive according to claim 9, characterized in that: A multi-stage filter module (22) is provided at the output port of the first conduit (18).

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