Target position point state adjusting method, automatic driving method of rail crane and electronic equipment

Abstract

The invention provides a target position point state adjusting method, an automatic driving method of a rail crane and electronic equipment. In the running process of the rail crane, the state of the target position point is judged and adjusted in advance based on the historical position point information and the preset path planning information, so that accurate control over running of the rail crane is achieved. According to the method, the state information of the target position point can be acquired in real time, the adjustment instruction is automatically generated and sent to the target equipment for state adjustment when the state does not conform to expectation, and the adaptability and flexibility of the automatic driving system are effectively improved. By reducing manual intervention and optimizing equipment state adjustment, the transportation efficiency and safety of the underground rail crane can be remarkably improved, the misoperation risk is reduced, and the automation level of overall operation is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of rail cranes, and particularly relates to a method for adjusting the state of a target position point, an automatic driving method for a rail crane, and an electronic device. Background Art

[0002] The underground single-track crane is a rail transportation device applicable to mine roadways, mainly used for transporting materials, equipment, and personnel underground in mines. Its operation relies on the track system installed on the top of the roadway. The crane hangs and travels along the track, featuring high efficiency, safety, and flexibility, and is an important part of the modern mine transportation system.

[0003] In the related art, there is a technical problem of low efficiency in the automatic driving of underground rail cranes. Summary of the Invention

[0004] The purpose of the present invention is to overcome the above technical deficiencies, and provide a method for adjusting the state of a target position point, an automatic driving method for a rail crane, and an electronic device, so as to solve the technical problem of low efficiency in the automatic driving of underground rail cranes in the related art.

[0005] To achieve the above technical purpose, the present invention adopts the following technical solutions: In a first aspect, the present invention provides a method for adjusting the state of a target position point, including: During the operation of the rail crane, based on the historical position point information and the preset path planning information, when not yet reaching the next position point, determine the target position point; wherein, the target position point is a position point indicating that the physical state of the position point can be adjusted to adapt to the path planning. Obtain the real-time state information of the target position point. Based on the path planning information and the real-time state information, determine whether it is necessary to adjust the state of the target position point. When the judgment is yes, generate a state adjustment instruction. Send the state adjustment instruction to the target device of the target position point to adjust the state of the target position point.

[0006] Further, the path planning information includes multiple preset position points connected in sequence; the step of confirming the target position point based on the historical position point information and the preset path planning information, when not yet reaching the next position point, includes: Based on the historical position point information and the preset path planning information, determine the position points that have not been reached. From the position points that have not been reached, determine the target position point.

[0007] Further, the step of obtaining the real-time status information of the target position point includes: Sending a status information acquisition request to the main control station based on the identity identifier of the target position point; Receiving the real-time status information of the target position point returned by the main control station.

[0008] Further, the target position point includes a first target position point, and the first target position point is a position point representing a turnout; the path planning information includes target status information indicating the status of the turnout; the step of determining whether it is necessary to adjust the status of the target position point based on the path planning information and the real-time status information includes: Determining whether the status information indicating the real-time status of the turnout in the real-time status information is consistent with the target status information indicating the status of the turnout in the path planning information; In the case of consistency, it is determined that there is no need to adjust the status of the first target position point; In the case of inconsistency, it is determined that it is necessary to adjust the status of the first target position point.

[0009] Further, the target position point includes a second target position point, and the second target position point is a position point representing an air door, and the air door includes an incoming air door and an outgoing air door; the path planning information includes target status information indicating the status of the air door; the step of determining whether it is necessary to adjust the status of the target position point based on the path planning information and the real-time status information includes: Determining whether the status information indicating the real-time status of the air door in the real-time status information is consistent with the target status information indicating the status of the air door in the path planning information; wherein, when the rail crane is outside the incoming air door, the target status information indicating the status of the air door is that the incoming air door is in an open state and the outgoing air door is in a closed state; In the case of consistency, it is determined that there is no need to adjust the status of the second target position point; In the case of inconsistency, it is determined that it is necessary to adjust the status of the second target position point.

[0010] Further, the method further includes: When the rail crane travels to the target position point, updating the real-time status information of the target position point and performing a preset trigger operation based on the updated real-time status information.

[0011] Further, the first target position point is configured with a first main environmental status indicating device and a plurality of first auxiliary environmental status indicating devices; wherein, the first main environmental status indicating device is configured at the position of the target device of the turnout, and the plurality of first auxiliary environmental status indicating devices include a pre-positioned auxiliary environmental status indicating device and a plurality of post-positioned auxiliary environmental status indicating devices; the pre-positioned auxiliary environmental status indicating device is configured at a position with a preset distance in front of the turnout, and the plurality of post-positioned auxiliary environmental status indicating devices are respectively configured at positions near each branch track behind the turnout and with a preset distance; When the rail crane travels to the target position point, the steps of updating the real-time status information of the target position point and performing a preset triggering operation based on the updated real-time status information include: When the rail crane travels to the first target position point and within the communication range of the pre-positioned auxiliary environmental status indicating device, receive the real-time status information of the turnout sent by the pre-positioned auxiliary environmental status indicating device; in the case where the real-time status information of the turnout is inconsistent with the target status information, send a status adjustment instruction to the target device of the turnout, so that the target device adjusts the deflection state of the turnout and controls the rail crane to stop traveling according to a preset speed reduction strategy, and then, in the case where the real-time status information of the turnout is consistent with the target status information, re-control the rail crane to travel.

[0012] Further, the second target position point is configured with a second main environmental status indicating device and a plurality of second auxiliary environmental status indicating devices; wherein, the second main environmental status indicating device is configured inside the air door, and the plurality of second auxiliary environmental status indicating devices include a second auxiliary environmental status indicating device corresponding to entering the air door and a second auxiliary environmental status indicating device corresponding to leaving the air door; wherein, the second auxiliary environmental status indicating device corresponding to entering the air door is configured outside the air door and at a position with a preset distance from entering the air door, and the second auxiliary environmental status indicating device corresponding to leaving the air door is configured outside the air door and at a position with a preset distance from leaving the air door; When the rail crane travels to the target position point, the steps of updating the real-time status information of the target position point and performing a preset triggering operation based on the updated real-time status information include: When the rail crane travels to the second target position point and within the communication range of the second auxiliary environmental status indicating device corresponding to entering the air door, receive the real-time status information of the air door sent by the second auxiliary environmental status indicating device corresponding to entering the air door; in the case where the real-time status information of the air door is inconsistent with the target status information, send a status adjustment instruction to the target device of entering the air door, so that the target device opens the air door for entering and controls the rail crane to stop traveling, and then, in the case where the air door for entering is opened, re-control the rail crane to travel; When the track crane travels into the communication range of the second main environmental state indicating device corresponding to the access air door, based on the real-time state information of the air door sent by the second main environmental state indicating device, control the track crane to stop traveling, and when the access air door is closed and the departure air door is open, re-control the track crane to travel and then drive out of the air door.

[0013] In a second aspect, the present invention provides an automatic driving method for a track crane, including: during the operation of the track crane, based on each position point in the preset path planning information, control the operation state of the track crane, and based on the above method for adjusting the state of the target position point, adjust the state of the target position point when the track crane has not yet entered or has already entered the target position point.

[0014] In a third aspect, the present invention provides an electronic device, including: a memory, and one or more processors communicatively connected to the memory; instructions executable by the one or more processors are stored in the memory, and when the instructions are executed by the one or more processors, the one or more processors are caused to implement the above method.

[0015] Beneficial effects: In the process of the operation of the track crane, the present invention pre-judges and adjusts the state of the target position point based on the historical position point information and the preset path planning information, thereby realizing precise control of the operation of the track crane. This method can obtain the state information of the target position point in real time, and when it is found that the state does not meet the expectation, automatically generate an adjustment instruction and send it to the target device for state adjustment, effectively improving the adaptability and flexibility of the automatic driving system. By reducing manual intervention and optimizing the state adjustment of the device, it can significantly improve the transportation efficiency and safety of the underground track crane, reduce the risk of misoperation, and improve the overall automation level of the operation. Description of the drawings

[0016] Figure 1 is a schematic flowchart of a method for adjusting the state of a target position point provided by an embodiment of the present invention; Figure 2 is a schematic flowchart of a method for adjusting the state of a target position point provided by an embodiment of the present invention; Figure 3 is a block diagram of an electronic device adopted by an embodiment of the present invention. Detailed implementation manners

[0017] To enable those skilled in the art to better understand the solution of this application, the technical solution in the embodiments of this application will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of this application. Obviously, the described embodiments are only a part of the embodiments of this application, rather than all of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in this application without creative efforts shall fall within the scope of protection of this application.

[0018] Underground mine operations usually face extremely complex and harsh environmental conditions, which pose extremely high requirements for the mine transportation system. In these environments, underground rail-mounted cranes, as important transportation tools, are responsible for transporting materials, equipment, and personnel in narrow and winding roadways. Different from traditional surface transportation systems, underground rail-mounted cranes usually rely on a single-rail track system and operate by suspension to ensure efficient operation in complex underground environments.

[0019] In the prior art, underground rail-mounted cranes mostly rely on manual driving or semi-automatic remote control operation. The manual driving mode requires the driver to monitor the status of devices such as turnouts and air doors in real time and make judgments and adjustments according to the specific conditions of the track. However, due to the special nature of the underground environment, such as low light, dust, noise, etc., the accuracy and efficiency of manual driving are greatly affected. On the other hand, although semi-automatic remote control operation reduces the burden on the driver, it still relies on manual operation and real-time feedback, with risks such as response delay, misoperation, and path planning not matching the actual situation.

[0020] The problems of low efficiency in the automatic driving of underground rail cranes are mainly manifested in several aspects. First of all, response delay is a significant issue. In traditional mine transportation systems, when the rail crane passes through certain key positions (such as turnouts or air doors), it relies on manual or semi-automatic control to confirm the equipment status. Due to the delay in information transmission and the dependence on manual judgment, it causes a long waiting time and reduces the transportation efficiency. Secondly, the risk of misoperation is also a major defect in the traditional operation mode. The underground environment is complex and changeable, and the driver is easily interfered by factors such as fatigue, low visibility, and dust, which increases the possibility of operation errors. For example, the turnout is not adjusted in the required direction, or the air door is not opened or closed as planned, which may lead to equipment conflicts or transportation interruptions, and even cause safety accidents. In addition, the lack of dynamic adaptation ability is also a shortcoming of the existing technology. Existing semi-automatic solutions mostly rely on preset programs and cannot perceive environmental changes in real time. For example, when the air door is accidentally closed or the turnout does not turn as planned, the mine transportation system cannot make real-time adjustments, resulting in path interruptions or equipment conflicts. Finally, the problem of single communication dependence also limits the flexibility of the existing technology. Existing mine transportation systems often rely on the main control station for command transmission and status feedback. Once the communication link fails, the mine transportation system cannot make autonomous decisions, resulting in the crane being unable to continue working or the operation safety being threatened.

[0021] In summary, in the related technology, there are technical problems with low efficiency in the automatic driving of underground rail cranes.

[0022] As Figure 1 shown, this embodiment provides a method for adjusting the state of a target position point. The execution subject of the method can be the control device of the rail crane. The control device of the rail crane can be an embedded control device, an industrial PC, a PLC, a distributed control system; it can also be an MCU, a DSP, etc.

[0023] The method may include: Step S10, during the operation of the rail crane, based on the historical position point information and the preset path planning information, when not yet reaching the next position point, determine the target position point; wherein, the target position point is a position point indicating that the physical state of the position point can be adjusted to adapt to the path planning.

[0024] In this embodiment, the historical position point information may be the position points that the rail crane (which can be a single-track crane) has successively passed through from the starting point to the current position during a certain driving task.

[0025] In this embodiment, the preset path planning information is pre-set, which can be automatically generated by a path planning algorithm in advance, or can be pre-configured manually. The path planning information includes the position points that the gantry crane should pass through in at least one driving task. For example, from position point A → position point B → position point C → position point D. Therefore, based on the previous position point in the historical position point information, the next position point can be deduced. For example, if the previous position point is position point B, then the next position point should be position point C. Specifically, during the operation of the gantry crane, every time it reaches a position point, the control device of the gantry crane will record the information of this position point (such as time stamp, geographical coordinates, track status, etc.). These information constitute the historical position point information. For example, assume that the gantry crane starts driving from position point A, passes through position point B, position point C, and finally reaches position point D. The historical position point information will include A, B, C, and D. The previous position point refers to the position point that the gantry crane has recently reached and left in the current trajectory. For example, when the gantry crane is at position point C, the previous position point is position point B. Based on the previous position point in the historical position point information, the control device can deduce the next driving route of the gantry crane. This deduction is the basis of path planning. By matching the previous position point with the preset path planning information, the next position point can be accurately inferred. For example, assume that the path planning information has preset the route from position point B to position point C, and then to position point D. Then when the gantry crane reaches position point B, the control device will deduce according to the historical record that the next position point should be C and prepare for subsequent control operations.

[0026] In this embodiment, the position points may include target position points and non-target position points. The target position point is a position point indicating that the physical state of the position point can be adjusted to adapt to the path planning. The target position point can be a damper or a turnout. It can be understood that the physical states of the damper and the turnout can be adjusted. For example, the turnout can deflect to the left turnout or the right turnout. In some cases, the turnout can control a larger number of branch turnouts, such as four turnouts, etc. Then there are more possibilities for adjusting the physical state of the turnout. For another example, the physical state of the damper can be open or closed, etc.

[0027] The non-target position point can be a position point whose physical state cannot be changed, such as a curve, a downhill or an uphill, etc. When driving to a non-target position point, the control device can adjust the operating state (speed, braking force, driving force, etc.) of the gantry crane to adapt to the non-target position point.

[0028] In this embodiment, the target position point can also be a barrier facility or a gate. It can be understood that sometimes for safety or transportation needs, obstacles or gates may be provided on the track. The physical state of the barrier facility can be opened or closed according to requirements. For example, when transporting goods, it may be necessary to open or close the gates in certain areas to allow the crane to pass.

[0029] In this embodiment, the target position point can also be a turntable, an intersection, an electric track switch, etc.

[0030] In this embodiment, the non-target position point can be a position point with fixed detection equipment, a parking area, etc.

[0031] Step S12: Obtain the real-time status information of the target position point.

[0032] In this embodiment, the target position point can be the next target position point relative to the current position of the track crane. This next target position point can be a position point adjacent to the previous position point, or it can be non-adjacent. For example, assume that the path planning information has preset a route from position point B to position point C, and then to position point D. Then when the track crane reaches position point B, the next position point is C (a non-target position point, such as a curve), but position point D is the target position point, so the next target position point can be position point D. Another example, assume that the path planning information has preset a route from position point B to position point C, and then to position point D. Then when the track crane reaches position point B, the next position point is C (a target position point, such as a turnout), so the next target position point can be position point C.

[0033] In this embodiment, the target position point can be the next or multiple target position points relative to the current position of the track crane.

[0034] In this embodiment, the target position point can be all the remaining target position points relative to the current position of the track crane.

[0035] In this embodiment, the step of obtaining the real-time status information of the current target position point can be as follows: When the track crane is not within the communication range of the environmental status indicating device (such as a beacon or other types of active or passive electronic tags) of the target position point, the communication device of the track crane can communicate with the main control station (such as a ground station), so as to obtain the status information of the next position point (target position point) in advance. For example, assume that the track crane starts driving from position point A, passes through position point B, position point C, and finally reaches position point D. When the track crane just leaves position point C, it can obtain the real-time status information of position point D (assuming position point D is the target position point, for example, it can be a turnout) in advance.

[0036] In this embodiment, the real-time status information is information indicating the current physical state of the target position point. Specifically, in this embodiment, the real-time status information refers to data used to characterize the current physical state of the target position point. This data is dynamic and can reflect the actual situation of the target position point in real time, thereby helping the control device of the rail crane to make appropriate decisions and adjustments. More specifically, for each target position point, the real-time status information will indicate the current physical state of the target device associated with this position point. For example, it can be the deflection state of a turnout. For the turnout as a target position point, the real-time status information will include whether the turnout has been correctly deflected to the expected direction. The state of the turnout may include "left deflection", "right deflection" or "straight track", which directly affects the driving path of the rail crane. For example, the open / closed state of a damper. For the damper as a target position point, the real-time status information will indicate whether the damper has been opened or closed as required. The damper may be in the "opened" or "closed" state, and the control device will decide whether the rail crane can pass safely based on these states.

[0037] In this embodiment, the real-time status information may also include control commands and status feedback. For example, when the control device of the rail crane sends instructions to the target devices such as turnouts and dampers, the target devices will change their states according to the instructions and return their current states. Therefore, the real-time status information may include the status feedback of these devices. For example, "the turnout has been adjusted to left deflection", "the damper has been opened", etc.

[0038] In some embodiments, the real-time status information may further include safety-related status information, such as whether the device is working properly, whether a fault has occurred, or whether the device is affected by other external factors. For example, the turnout at the target position point may not be able to deflect correctly due to a mechanical fault, and the real-time status information will provide a warning of this fault to ensure that the control device of the rail crane can make safety handling (such as decelerating, stopping, etc.).

[0039] In some embodiments, the real-time status information may further include status information related to environmental factors that may affect the driving of the rail crane. For example, environmental temperature or humidity. For example, the condition of the track. It can be understood that the track may affect the normal driving of the crane due to water accumulation, snow accumulation or dust accumulation. The real-time status information may include the monitoring results of the track condition to remind the control device of the rail crane whether speed adjustment is needed.

[0040] Step S14: Based on the path planning information and the real-time status information, determine whether it is necessary to adjust the state of the target position point.

[0041] In this embodiment, the target state information of each target position point can be preset in the route planning information. For example, the turnout should be deflected to the left or to the right, the air door should be opened or closed, and so on.

[0042] Therefore, the control device of the rail crane can match the received state information of the target position point with the target state information stored in the preset path planning information. In the case of a mismatch, it means that the current physical state of the target position point is not as expected by the path planning. Therefore, adjustment is required. Specifically, once the control device of the rail crane obtains the real-time state information of the target position point (such as the turnout), the control device matches it with the preset target state information in the path planning information. The control device will compare the deflection state of the turnout in the real-time state information with the expected deflection state in the path planning information. If the real-time state information indicates that the current deflection direction of the turnout is inconsistent with the preset path planning requirements (for example, the path planning requires a left deflection, but the real-time state shows a right deflection), adjustment is needed. Once the control device of the rail crane obtains the real-time state information of the target position point (such as the air door), the control device matches it with the preset target state information in the path planning information. If the path planning requires the air door to be in an open state, and the real-time state information shows that the air door is closed, the control device will recognize the mismatch and trigger an adjustment.

[0043] Step S16: Generate a state adjustment instruction when the judgment is yes.

[0044] In this embodiment, when the real-time state information does not match the target state information in the path planning information, the control device determines that the physical state of the current target position point does not match the path planning expectation. In this case, the control device will generate a state adjustment instruction, indicating that the device state of the target position point needs to be adjusted.

[0045] Step S18: Send the state adjustment instruction to the target device of the target position point to adjust the state of the target position point.

[0046] In this embodiment, the target device is a device that controls the physical state of the target position point. For example, it can be a state switching control device for the turnout, or an opening and closing control device for the air door.

[0047] Specifically, the target device may include: A turnout control device, which is responsible for adjusting the deflection direction of the turnout, so as to guide the crane to travel along the correct track. The turnout control device can achieve the deflection of the turnout through an electric or hydraulic system. The turnout control device can receive instructions sent by the rail crane or the main control station, and switch the turnout from the "straight track" to the "left deflection" or "right deflection" state, or switch to other more complex branch paths.

[0048] The air door control device, where the air door is used to adjust the ventilation state of the underground environment to ensure proper air circulation in the mine roadway. The air door control device is responsible for opening and closing the air door to ensure that the open / closed state of the air door meets the requirements of the path planning. The air door control device can be an electric, hydraulic or pneumatic control system. Through an electrical signal (which can be an overhead crane or a master control station) or sensor feedback (e.g., lidar), the air door control device can instruct the air door to open or close to adapt to the operation of the overhead crane.

[0049] In this embodiment, the state adjustment instruction may include: a target device identifier, which is used to indicate the device that needs to be adjusted. For example, "switch control device" or "air door control device".

[0050] In this embodiment, the state adjustment instruction may also include: a desired state, which is used to indicate the desired state to which the target device needs to be adjusted. For example, the switch needs to be "left deflected" or "right deflected", and the air door needs to be "opened" or "closed".

[0051] In this embodiment, the state adjustment instruction can be directly sent to the target device through long-distance communication. For example, through technologies such as wireless communication, Bluetooth, Wi-Fi, etc., the control device directly sends the adjustment instruction to the target device. In some cases, the state adjustment instruction needs to be forwarded to the target device through a main control station (such as a ground control station, a central control system, etc.). The main control station acts as an intermediary, first receiving the instruction from the overhead crane control device and then forwarding it to the specific target device.

[0052] The target position point state adjustment method provided in this embodiment realizes precise control of the operation of the overhead crane by predicting and adjusting the state of the target position point in advance based on historical position point information and preset path planning information during the operation of the overhead crane. This method can obtain the state information of the target position point in real time, and when it is found that the state does not meet the expectation, automatically generate an adjustment instruction and send it to the target device for state adjustment, effectively improving the adaptability and flexibility of the automatic driving system. By reducing manual intervention and optimizing the device state adjustment, it can significantly improve the transportation efficiency and safety of the underground overhead crane, reduce the risk of misoperation, and enhance the overall automation level of the operation.

[0053] In some embodiments, the path planning information includes a plurality of preset position points connected in sequence; the step of confirming the target position point based on the historical position point information and the preset path planning information, in the case of not reaching the next position point, includes: Step S102, based on the historical position point information and the preset path planning information, determine the position point that has not been reached.

[0054] In this embodiment, the historical position point information can be a record of the position points that the rail crane has reached and passed during its travel. Each historical position point can carry position coordinates, timestamps, and other relevant data (such as track status, speed, equipment status, etc.).

[0055] In this embodiment, the path planning information is a preset travel route of the rail crane, which can include multiple consecutive position points (target position points + non-target position points) connected in a preset order. The path planning information specifies the position points that the rail crane should pass through in sequence during the task and the target status of the target position points (such as the turnout deflection direction, the air door switch status, etc.).

[0056] Based on the historical position point information, the control device of the rail crane can determine the current position of the rail crane and compare it with the preset path planning. By comparing the historical position point information with the position points in the path planning, the control device can accurately determine the last position point (i.e., the previous position point) that the current rail crane has reached, as well as all the position points that have not been reached. The core of this step is to screen out all the position points that have not been reached starting from the current crane position (the previous position point) from the path planning information. For example, assume that the rail crane starts from position point A and the path planning is A → B → C → D. If the rail crane has reached position point A, the control device then determines the next position point as position point B and all the subsequent position points that have not been reached (C and D) based on the historical position point information.

[0057] Furthermore, the rail crane can also determine the precise position of the current rail crane based on the historical position point information and the encoder.

[0058] Step S104: Determine the target position point from the position points that have not been reached.

[0059] In this embodiment, the target position point is also preset in the path planning information. The target position point can be determined from the position points that have not been reached based on the identity identification information of the target position point.

[0060] In this embodiment, by combining the historical position point information and the preset path planning information, when the rail crane has not reached the next position point, the target position point can be accurately determined and confirmed. This process ensures that the rail crane can, based on the current travel trajectory and the predetermined path planning, identify in advance the target position points that need attention, thereby effectively reducing the deviation between the path planning and the actual travel status. Through this method, the control device can take appropriate adjustment measures in advance, optimize the state adjustment of the equipment, improve the transportation efficiency, enhance the flexibility and response ability of the system, and ensure that the crane can complete the entire transportation task smoothly and safely.

[0061] As Figure 2 shown, in some embodiments, the step of obtaining the real-time status information of the target position point includes: Step S122: Send a status information acquisition request to the main control station based on the identity identifier of the target position point.

[0062] In this embodiment, the path planning information may include the identity identifier information of each position point. Therefore, after determining the identity identifier information of the target position point, a status information acquisition request can be sent to the main control station based on the identity identifier of the target position point.

[0063] Once the identity identifier information of the target position point is determined, the control device of the rail crane can send a request to the main control station based on this identifier. The content of this request may include: the identity identifier information, that is, the unique identifier representing the target position point (such as the name or number of a turnout, air door, etc.). It may also include a status query request, which is used to request the acquisition of the current real-time status information of the target position point. For example, the current deflection status of a turnout, the open / closed status of an air door, etc.

[0064] This status information acquisition request can be sent to the main control station wirelessly, and the main control station is responsible for processing this request and returning the corresponding real-time status information.

[0065] Step S124: Receive the real-time status information representing the target position point returned by the main control station.

[0066] In this embodiment, the main control station may be the centralized control center of the entire automation system, responsible for monitoring the real-time operating status of all target devices (such as turnouts, air doors, etc.). The main control station can receive the status data of each target device in real time, and process and manage it. When the rail crane sends a status information acquisition request, the main control station can query the status information of the corresponding device based on the identity identifier in the status information acquisition request.

[0067] In this embodiment, the main control can feedback the real-time status information of the target position point to the rail crane.

[0068] In this embodiment, a status information acquisition request is sent to the main control station based on the identity identifier of the target position point, and the real-time status information returned by the main control station is received, effectively ensuring that the rail crane can obtain the accurate and real-time status of the target position point. The beneficial effect of this method is that, as a centralized management and monitoring center, the main control station can integrate the status information of various devices (such as turnouts, air doors, etc.) and feedback this information to the rail crane in a timely manner through remote communication. In this way, the rail crane can understand the working status of the devices in real time before reaching the target position point, make adjustments or decisions in advance, and avoid operation interruptions or safety risks caused by the device status not meeting expectations, thereby improving the efficiency, reliability, and safety of the system.

[0069] In some embodiments, the target position point includes a first target position point, and the first target position point is a position point representing a turnout; the path planning information includes target status information indicating the status of the turnout; the step of determining whether it is necessary to adjust the status of the target position point based on the path planning information and the real-time status information includes: Step S142, determine whether the status information indicating the real-time status of the turnout in the real-time status information is consistent with the target status information indicating the status of the turnout in the path planning information.

[0070] Step S144, in the case of consistency, determine that it is not necessary to adjust the status of the first target position point.

[0071] Step S146, in the case of inconsistency, determine that it is necessary to adjust the status of the first target position point.

[0072] It can be understood that by confirming in advance whether the status of the turnout meets the requirements of the path planning, it is ensured that the rail crane can pass through the turnout smoothly and accurately during the driving process, and avoid path deviation or safety hazards caused by inconsistent turnout status. Before the rail crane reaches the turnout, by comparing the real-time status information and the target status in the path planning information, the control device can timely determine whether the actual status of the turnout is consistent with the expected status. If they are consistent, no adjustment is required, avoiding unnecessary operations; while if they are inconsistent, the control device will issue an adjustment instruction in advance to ensure that the turnout switches to the correct status before the rail crane arrives. This mechanism of early adjustment not only improves the transportation efficiency, reduces waiting and unnecessary pauses, but also enhances the automation level and operation safety of the rail crane, and avoids safety accidents or transportation interruptions caused by incorrect device status.

[0073] In this embodiment, based on path planning information and real-time status information, the state of the target position point (such as a turnout) is accurately judged and adjusted to ensure the efficient and safe operation of the rail crane. In steps S142 and S144, the control device compares the real-time status information with the target status preset in the path planning. If they are consistent, no adjustment is required, avoiding unnecessary intervention. In step S146, if they are inconsistent, the control device triggers an adjustment instruction to ensure that the state of the target device meets the requirements of the path planning. This process can accurately control key devices such as turnouts, optimize the driving path of the rail crane, improve the transportation efficiency, reduce the risk of misoperation, and enhance the overall safety and stability of the system.

[0074] In some embodiments, the target position point includes a second target position point, which is a position point representing an air door. The air door includes an incoming air door and an outgoing air door; the path planning information includes target status information indicating the state of the air door; the step of judging whether it is necessary to adjust the state of the target position point based on the path planning information and the real-time status information includes: Judging whether the status information indicating the real-time status of the air door in the real-time status information is consistent with the target status information indicating the state of the air door in the path planning information; wherein, when the rail crane is outside the incoming air door, the target status information indicating the state of the air door is that the incoming air door is in an open state and the outgoing air door is in a closed state.

[0075] In this embodiment, the target status information indicating the state of the air door may be information indicating the air door is open.

[0076] More specifically, in this embodiment, the target status information indicating the state of the air door may be a state where the incoming air door is open and the outgoing air door is closed. It can be understood that in a roadway, air doors usually appear in pairs and may include an incoming air door and an outgoing air door (that is, air door A and air door B. When the rail crane travels from air door A to air door B, air door A is the incoming air door and air door B is the outgoing air door. On the contrary, when the rail crane travels from air door B to air door A, air door B is the incoming air door and air door A is the outgoing air door. It can be understood that the rail crane can travel back and forth in the roadway to perform tasks). It should be noted that air door A and air door B in the roadway cannot be opened simultaneously, and can only be in a closed state simultaneously, or air door A is open while air door B is closed, or air door A is closed while air door B is open.

[0077] It is understandable that the design of the air doors is not only for controlling the direction of air flow but also for ensuring that the air currents in different areas do not interfere with each other. In a mine, there are often multiple roadways, involving two-way flows of fresh air entering (intake airway) and waste gas discharging (return airway). By setting up pairs of air doors, the air flow direction and the interface between different air currents are controlled to prevent harmful gases (such as gas) from flowing reversely to the working face or places with dense crowds. If the two air doors are opened simultaneously, the harmful gases in the return airway may quickly spread to the intake airway, thus threatening the safety of the operating personnel. By prohibiting the simultaneous opening of the two air doors, such potential dangerous situations can be effectively avoided. It is also understandable that the ventilation system of the mine relies on a good air pressure difference to ensure the stability of the air current. One of the main functions of the air door design is to maintain the smoothness of underground ventilation by controlling the inflow and outflow of air. The opening and closing of the air doors will affect the air pressure difference, especially in the deep part of the mine and under high load conditions. Suppose both Air Door A and Air Door B are in the open state, and the ventilation path is suddenly changed, which will lead to the imbalance of the ventilation system and may cause the reverse flow or uneven distribution of the air current. Once there is a fluctuation in the air pressure or a reverse flow of the air current, the system may not be able to adjust in time, resulting in poor ventilation, the accumulation of harmful gases, and an increase in risks such as gas leakage and fire. Therefore, by setting the rule that the two air doors cannot be opened simultaneously, the stability of the ventilation system can be maintained, ensuring the continuous stability of the air pressure difference and the control of the air flow direction.

[0078] In this embodiment, the status information indicating the real-time status of the air door in the real-time status information may be the information of the state where both the incoming air door and the outgoing air door are closed. It is understandable that when the real-time status information represents the state where both the incoming air door and the outgoing air door are closed, the real-time status information is inconsistent with the target status information of the air door status.

[0079] In this embodiment, the status information indicating the real-time status of the air door in the real-time status information may be the information of the state where the incoming air door is open and the outgoing air door is closed. It is understandable that when the real-time status information represents the state where the incoming air door is open and the outgoing air door is closed, the real-time status information is inconsistent with the target status information of the air door status.

[0080] In the case of consistency, it is determined that there is no need to adjust the status of the second target position point; In the case of inconsistency, it is determined that it is necessary to adjust the status of the second target position point.

[0081] It can be understood that if the real-time status information is consistent with the target status in the path planning, the control device will determine that no adjustment is required. The rail crane can continue to travel along the predetermined path and enter the air door without any modification. (It can be understood that this is a preliminary judgment. When the rail crane enters the air door, that is, between entering and leaving the air door, other judgments and controls will be triggered.) If the real-time status information is inconsistent with the target status information, the control device will trigger a status adjustment instruction. For example, the control device will instruct the target device of the air door to adjust the air door to open when entering and close when leaving to ensure that the air door status conforms to the predetermined target. The status adjustment instruction can be sent to the target device of the air door through the communication module of the crane itself. The status adjustment instruction can be "Air door A opens", "Air door B closes", etc.

[0082] The beneficial effect of this embodiment is that by comparing the real-time monitoring of the air door status with the path planning information, it is ensured that the rail crane can pass through the air door smoothly and safely when passing through the air door, avoiding affecting the execution of the transportation task due to incorrect air door status. By judging in advance whether the real-time status information of the air door is consistent with the preset target status information before the rail crane reaches the air door, the control device can timely detect the mismatch situation and avoid the rail crane from stagnating or malfunctioning due to the air door not opening or closing as planned. When the air door status does not match, the control device will perform adjustments in advance to ensure that the air door is adjusted to the correct status before the crane arrives, thereby avoiding the rail crane encountering an air door status that does not conform to the path planning when it arrives, improving the transportation efficiency and safety. In addition, this mechanism reduces the time delay caused by waiting for adjustments, ensures that the rail crane can continuously and efficiently complete tasks, and improves the automation level and reliability of the rail crane.

[0083] In some embodiments, the method further includes: Step S110, when the rail crane travels to the target position point, update the real-time status information of the target position point and perform a preset trigger operation based on the updated real-time status information.

[0084] In this embodiment, when the rail crane travels to the target position point, it can be when the rail crane travels into the communication range of a preset environmental status indicating device (for example, a beacon) at the target position point. This environmental status indicating device can actively broadcast the real-time status information of the target position point. Or the communication module of the rail crane sends a request to the environmental status indicating device to update the real-time status information of the target position point. Specifically, the communication module of the rail crane can be a radio frequency identification (RFID) module. The rail crane can use the RFID module to obtain the real-time status information of the target position point by reading beacons or tags. The RFID module can receive the real-time status information within the radio frequency range of the beacon or tag and update the current position of the rail crane and the status of the target position point. The communication module of the rail crane can be a wireless local area network (WLAN) module and can use standard wireless technologies such as Wi-Fi. The rail crane can communicate with surrounding devices over a longer distance. The communication module of the rail crane can be a low-power Bluetooth (BLE) module. The rail crane can perform fast and low-latency information exchange with devices such as beacons and sensors in the surrounding environment through BLE.

[0085] In this embodiment, the environmental status indicating device can be pre-set near the position point that the rail crane is about to pass by. Specifically, one or more environmental status indicating devices can be set at the target position point. For example, for the target position point of the air door, three environmental status indicating devices can be set.

[0086] In this embodiment, the environmental status indicating device can be a radio frequency identification device, which can store and broadcast the real-time status of the target position point (such as turnout steering, air door opening and closing) through radio frequency signals (such as RFID). This radio frequency identification device can be a passive tag (for example, the RFID reader of the rail crane activates and reads data at close range). This radio frequency identification device can be an active beacon.

[0087] In this embodiment, the environmental status indicating device can be a lidar collaborative positioning module. For example, through laser ranging and point cloud analysis, the physical status of the target position point (such as turnout angle, air door opening degree) can be detected in real time.

[0088] In this embodiment, the environmental status indicating device can be an intelligent sensor node.

[0089] In this embodiment, the environmental status indicating device can be a visual recognition marker. For example, the status of the target position point can be identified through two-dimensional codes, barcodes or specific patterns, and the information is decoded after being read by the crane camera.

[0090] The environmental status indicating device can achieve information transmission with the target device at the target position point through wired communication. Specifically, the environmental status indicating device can be connected to the target device (such as a turnout control device, a damper control device, etc.) through wired connections (such as industrial Ethernet, Modbus protocol, RS485, etc.). The target device can send its real-time status information to the environmental status indicating device through this wired connection method. It can be understood that the target device (such as a turnout control device, a damper control device, etc.) can be equipped with corresponding sensors or status detection devices, and the sensors or status detection devices can monitor the current working status of the target device (such as the turning status of the turnout or the opening / closing status of the damper). The environmental status indicating device is connected to the target device through a wired connection and receives the status data from the target device in real time. For example, the damper control device feeds back the opening / closing status of the damper (whether it is open or closed) through the built-in switch status sensor, and the turnout control device provides the status of whether the turnout is correctly turned.

[0091] In this embodiment, the preset triggering operation can be to generate a status adjustment instruction and send the status adjustment instruction to the target device at the target position point to adjust the status of the target position point.

[0092] In this embodiment, the preset triggering operation can also be to control the rail crane to stop driving.

[0093] In this embodiment, by updating the real-time status information and executing the triggering operation when the rail crane actually travels to the target position point, double verification and dynamic adaptation of the status are achieved, significantly improving the robustness and safety of the method. In the path A→B→C→D, when the rail crane travels from position point A to position point B, the control device of the rail crane has pre-adjusted the status of the subsequent target position point C (such as controlling the turnout to turn or the damper to open / close in advance) through steps S10 - S18. However, during the process of the rail crane driving towards position point C, the status of the target position point C may change unexpectedly due to external interferences (such as misoperations of other devices, communication delays, or environmental mutations). By obtaining its real-time status information again when the crane arrives at position point C (step S110) and comparing it with the target status in the path planning for the second time. The advantage of this method is to ensure that the status of the target position point has not been tampered with or incorrectly updated during the interval from the sending of the pre-adjustment instruction (step S18) to the actual arrival of the rail crane. If the second verification finds that the status is inconsistent (such as the turnout being reset unexpectedly or the damper being closed unexpectedly), an emergency brake is immediately triggered. This mechanism not only ensures the continuity of the transportation task but also significantly reduces the need for manual intervention, promoting the evolution of the underground rail crane's automatic driving towards a fully closed-loop and highly reliable direction.

[0094] In some embodiments, the first target position point is configured with a first main environmental status indicating device and a plurality of first auxiliary environmental status indicating devices; wherein, the first main environmental status indicating device is configured at the position of the target device of the turnout, and the plurality of first auxiliary environmental status indicating devices include a pre-positioned auxiliary environmental status indicating device and a plurality of post-positioned auxiliary environmental status indicating devices; the pre-positioned auxiliary environmental status indicating device is configured at a position at a preset distance in front of the turnout, and the plurality of post-positioned auxiliary environmental status indicating devices are respectively configured at positions near each branch track behind the turnout and at a preset distance. When the rail crane travels to the target position point, the steps of updating the real-time status information of the target position point and performing a preset triggering operation based on the updated real-time status information include: Step S1102: When the rail crane travels to the first target position point and within the communication range of the pre-positioned auxiliary environmental status indicating device, receive the real-time status information of the turnout sent by the pre-positioned auxiliary environmental status indicating device; when the real-time status information of the turnout is inconsistent with the target status information, send a status adjustment instruction to the target device of the turnout, so that the target device adjusts the deflection state of the turnout and controls the rail crane to stop traveling according to a preset speed reduction strategy, and then, when the real-time status information of the turnout is consistent with the target status information, re-control the rail crane to travel.

[0095] In this embodiment, when the rail crane travels to the first main environmental status indicating device, the real-time status information of the turnout target device can be obtained through the first main environmental status indicating device. When the real-time status information of the turnout is inconsistent with the target status information, the rail crane can send a status adjustment instruction to the target device of the turnout, so that the target device adjusts the deflection state of the turnout and brakes emergently.

[0096] In this embodiment, the preset speed reduction strategy may be a speed reduction strategy of gradually decelerating. Specifically, it may be a dynamic hierarchical braking strategy. For example, based on the current speed of the rail crane, the remaining distance from the turnout, the estimated adjustment time, the track friction coefficient, and the slope angle, the minimum safe braking distance can be calculated using kinematic formulas. Then, according to the minimum safe braking distance, the corresponding hierarchical braking mode can be determined. For example, in the case of a larger minimum safe braking distance, a gentle speed reduction mode can be selected, and in the case of a smaller minimum safe braking distance, an emergency speed reduction mode can be selected.

[0097] It can be understood that when the rail crane drives away from the turnout and enters the communicable range of the rear auxiliary environment status indicating device, the control system of the rail crane will receive the information of the current branch track from the rear auxiliary environment status indicating device (i.e., the information of the branch track where the rail crane is located). If the information of the current branch track is consistent with the information of the path planning, it means that the rail crane has entered the correct branch track; if not, it means that the rail crane has entered the wrong branch track.

[0098] In this embodiment, by adopting the cooperative working mode of the "main - auxiliary" environment status indicating device, the multi - level verification and intelligent control of the turnout status are realized, and the following remarkable beneficial effects are obtained. By deploying the front - end auxiliary environment status indicating device at a preset distance in front of the turnout, the real - time status of the turnout can be obtained in advance and predicted before the rail crane approaches the turnout. If the status is found to be inconsistent, the remote adjustment instruction is immediately activated, and at the same time, the crane is controlled to decelerate according to the preset deceleration strategy; this "pre - inspection - pre - adjustment - slow - down" linkage mechanism not only ensures that the turnout status can be adjusted in time, but also avoids the safety hazards brought by emergency braking through intelligent deceleration, greatly improving the smoothness and safety of the operation of the rail crane. When the rail crane finally travels to the first main environment status indicating device, the control device of the rail crane will verify the turnout status again and only allow the rail crane to continue to travel after ensuring absolute safety. This multi - verification mechanism effectively prevents the misjudgment of the status caused by communication delay or mechanical failure, significantly reducing the derailment risk. The entire control process is completely automated without manual intervention, which not only ensures the transportation efficiency but also improves the operation safety, and is especially suitable for the rail transportation system in the complex underground environment.

[0099] In some embodiments, the second target position point is configured with a second main environment status indicating device and several second auxiliary environment status indicating devices; wherein, the second main environment status indicating device is configured inside the air door, and the several second auxiliary environment status indicating devices include a second auxiliary environment status indicating device corresponding to entering the air door and a second auxiliary environment status indicating device corresponding to leaving the air door; wherein, the second auxiliary environment status indicating device corresponding to entering the air door is configured outside the air door and at a position with a preset distance from entering the air door, and the second auxiliary environment status indicating device corresponding to leaving the air door is configured outside the air door and at a position with a preset distance from leaving the air door; When the rail crane travels to the target position point, the steps of updating the real - time status information of the target position point and performing a preset trigger operation based on the updated real - time status information include: When the rail crane travels to the second target position point and is within the communication range of the second auxiliary environmental status indicating device corresponding to the incoming air door, receive the real-time status information of the air door sent by the second auxiliary environmental status indicating device corresponding to the incoming air door; when the real-time status information of the air door is inconsistent with the target status information, send a status adjustment instruction to the target device of the incoming air door, so that the target device opens the incoming air door and controls the rail crane to stop, and then, when the incoming air door is opened, re-control the rail crane to travel; In this embodiment, the real-time status information of the air door sent by the second auxiliary environmental status indicating device corresponding to the incoming air door may be: the information that both the incoming air door and the outgoing air door are closed. It can be understood that the second auxiliary environmental status indicating device corresponding to the incoming air door can also obtain the status information of the target device of the outgoing air door. For example, the second auxiliary environmental status indicating device corresponding to the incoming air door (which may be a beacon) communicates with the target device of the outgoing air door by wire. It can also be understood that in this case, the real-time status information of the air door is inconsistent with the target status information.

[0100] In this embodiment, the real-time status information of the air door sent by the second auxiliary environmental status indicating device corresponding to the incoming air door may also be: the incoming air door is open and the outgoing air door is closed. It can be understood that in this case, the real-time status information of the air door is consistent with the target status information.

[0101] In this embodiment, the real-time status information of the air door sent by the second auxiliary environmental status indicating device corresponding to the incoming air door may also be: the incoming air door is closed and the outgoing air door is open. It can also be understood that in this case, the real-time status information of the air door is inconsistent with the target status information.

[0102] In this embodiment, the step of sending a status adjustment instruction to the target device of the incoming air door when the real-time status information of the air door is inconsistent with the target status information, so that the target device opens the incoming air door and controls the rail crane to stop, and then re-controls the rail crane to travel when the incoming air door is opened, may be: When the real-time status information is the information that both the incoming air door and the outgoing air door are closed, the control device of the rail crane sends a status adjustment instruction to the target device of the incoming air door, so that the target device opens the incoming air door and controls the rail crane to stop, and then re-controls the rail crane to travel when the incoming air door is opened.

[0103] In this embodiment, when the real-time status information of the air door is inconsistent with the target status information, a status adjustment instruction is sent to the target device entering the air door, so that the target device opens the air door for entry and controls the gantry crane to stop. Then, when the air door for entry is opened, the step of controlling the gantry crane to travel again can be as follows: When the real-time status information is that the air door for entry is closed and the air door for exit is open, the control device of the gantry crane sends a status adjustment instruction to the target device of the air door for exit, so that the air door for exit is closed. Then, a status adjustment instruction is sent to the target device of the air door for entry, so that the target device of the air door for entry opens the air door for entry and controls the gantry crane to stop. Then, when the air door for entry is opened, the gantry crane is controlled to travel again.

[0104] When traveling within the communication range of the second main environmental status indicating device corresponding to the air door for entry, based on the real-time status information of the air door sent by the second main environmental status indicating device, the gantry crane is controlled to stop. And when the air door for entry is closed and the air door for exit is open, the gantry crane is controlled to travel again, and then travels out of the air door.

[0105] In this embodiment, the real-time status information of the air door sent by the second main environmental status indicating device may be that the air door for entry is open and the air door for exit is closed. In this case, it is necessary to wait until the air door for entry is closed and the air door for exit is open before the control device of the gantry crane can control the gantry crane to travel again. For example, when the control device of the gantry crane receives the real-time status information (the air door for entry is closed and the air door for exit is open) sent by the second main environmental status indicating device, it can be restarted to leave the air door.

[0106] In this embodiment, the real-time status information of the air door sent by the second main environmental status indicating device may be that the air door for entry is closed and the air door for exit is closed. In this case, it is necessary to wait until the air door for exit is open and the air door for exit is open before the control device of the gantry crane can control the gantry crane to travel again.

[0107] In a specific embodiment, considering the small distance between the incoming air door and the outgoing air door, the opening and closing of the incoming air door and the outgoing air door can be controlled by automatically sensing the locomotive head. For example, outside the incoming air door, a lidar device can be set at a certain distance from the incoming air door to sense whether there is a locomotive head of the rail crane outside the incoming air door. If there is, the incoming air door will be opened. Correspondingly, two lidar devices can be set inside the air door (considering the case of two-way driving, the rail crane can have two locomotive heads). For example, one lidar device is set on the side close to the incoming air door, and the other lidar device can be set on the side of the outgoing air door. The distance between these two lidar devices can be the distance between the two locomotive heads of the rail crane. For example, when the rail crane travels from air door A to air door B, when the lidar device inside air door A irradiates the locomotive head, while air door B does not irradiate the locomotive head, according to the preset rules, the control device of the air door can know that the rail crane is then entering the air door and has not fully entered yet. When both lidar devices inside the air door can irradiate the corresponding locomotive heads, it means that the rail crane has fully entered the air door. In this case, the control device of the air door can send an instruction to the control device of the rail crane to make the rail crane stop walking, close air door A, and open air door B. Correspondingly, a lidar device can be set outside air door B to sense whether the rail crane has completely left the air door.

[0108] In this embodiment, by configuring the second main environment status indicating device and several second auxiliary environment status indicating devices, it is ensured that the rail crane can monitor and adjust the status of the air door in real time to ensure the safe and smooth passage of the crane through the air door. When the rail crane travels to the communication range of the second auxiliary environment status indicating device corresponding to the incoming air door, the control device can receive the real-time status information of the air door and judge whether the air door needs to be adjusted according to this information. If the air door is not opened according to the predetermined target status, the control device will make the air door open by issuing a status adjustment instruction and control the rail crane to stop driving according to the preset speed reduction strategy to ensure that the rail crane resumes driving only after the air door adjustment is completed. Further, when the rail crane travels to the corresponding second main environment status indicating device, it will confirm the status of the air door again and control the crane to resume driving according to whether the air door is closed or the outgoing air door is opened. This process effectively ensures that when the rail crane passes through the air door, the status of the air door always meets the requirements of the path planning, avoiding path deviation or safety problems caused by inconsistent air door status. In this way, the reliability and safety of the automatic control are improved, and the smoothness and safety during the underground transportation process are guaranteed.

[0109] This embodiment provides an automatic driving method for a rail crane, and the method includes: During the operation of the rail crane, based on each position point in the preset path planning information, the running state of the rail crane is controlled, and based on the method for adjusting the state of the target position point provided in the foregoing embodiment, the state of the target position point is adjusted when the rail crane has not yet entered or has already entered the target position point.

[0110] In this embodiment, the step of controlling the running state of the rail crane based on each position point (target position point) in the preset path planning information may be: when the real-time state information of the turnout is inconsistent with the target state information (the turnout deflection state is incorrect), controlling the rail crane to decelerate or even stop, and when the real-time state information of the turnout is consistent with the target state information, controlling the rail crane to resume running.

[0111] In this embodiment, the step of controlling the running state of the rail crane based on each position point (target position point) in the preset path planning information may be: when the real-time state information of the air door is inconsistent with the target state information, controlling the rail crane to decelerate or even stop, and when the real-time state information of the air door is consistent with the target state information, controlling the rail crane to resume running.

[0112] In this embodiment, the step of controlling the running state of the rail crane based on each position point (non-target position point) in the preset path planning information may be: when the non-target position point is a downhill position point, controlling the rail crane to decelerate and increase the braking force.

[0113] In this embodiment, the step of controlling the running state of the rail crane based on each position point (non-target position point) in the preset path planning information may be: when the non-target position point is an uphill position point, increasing the propulsion force of the rail crane.

[0114] In this embodiment, the step of controlling the running state of the rail crane based on each position point (non-target position point) in the preset path planning information may be: when the non-target position point is a turning point, controlling the rail crane to decelerate and increase the braking force.

[0115] According to an embodiment of the present invention, an electronic device is provided. Please refer to Figure 3 . The electronic device in this embodiment may include one or more of the following components: a processor, a network interface, a memory, a non-volatile memory, and one or more application programs. One or more application programs may be stored in the non-volatile memory and configured to be executed by one or more processors. One or more programs are configured to execute the method described in the foregoing method embodiments.

[0116] According to an embodiment of the present invention, there is provided a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a computer, the computer executes the method described in any one of the above embodiments.

[0117] According to an embodiment of the present invention, there is also provided a computer program product containing instructions, and when the instructions are executed by a computer, the computer executes a method in any one of the above embodiments.

[0118] It should be noted that the terms "first", "second", etc. in the description and claims of this application and the above drawings are used to distinguish similar objects, and do not necessarily need to be used to describe a specific order or sequence. It should be understood that such used data can be interchanged under appropriate circumstances, so that the embodiments of the present application described here can be implemented in an order other than those illustrated or described here. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device that includes a series of steps or units does not necessarily need to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0119] Optionally, the specific examples in this embodiment can refer to the examples described in the above embodiments, and will not be repeated here.

[0120] The serial numbers of the above embodiments of the present application are only for description and do not represent the advantages and disadvantages of the embodiments.

[0121] In the above embodiments of the present application, the descriptions of the various embodiments have their own emphases. For the parts not detailed in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0122] The above are only the preferred embodiments of the present application. It should be pointed out that for those of ordinary skill in the art, without departing from the principle of the present application, several improvements and refinements can still be made, and these improvements and refinements should also be regarded as the protection scope of the present application.

Claims

1. A method for adjusting the state of a target position point, characterized in that, Including: During the operation of the rail crane, based on the historical position point information and the preset path planning information, when the next position point has not been reached, determine the target position point; wherein, the target position point is a position point indicating that the physical state of the position point can be adjusted to adapt to the path planning. Obtain the real-time state information of the target position point. Based on the path planning information and the real-time state information, determine whether it is necessary to adjust the state of the target position point. When the judgment is affirmative, generate a state adjustment instruction. Send the state adjustment instruction to the target device at the target position point to adjust the state of the target position point.

2. The method according to claim 1, characterized in that, The path planning information includes a plurality of preset sequentially connected position points; the step of confirming the target position point based on the historical position point information and the preset path planning information when the next position point has not been reached includes: Based on the historical position point information and the preset path planning information, determine the position points that have not been reached. From the position points that have not been reached, determine the target position point.

3. The method according to claim 1, characterized in that, The step of obtaining the real-time state information of the target position point includes: Based on the identity identifier of the target position point, send a state information acquisition request to the main control station. Receive the real-time state information representing the target position point returned by the main control station.

4. The method according to claim 1, wherein The target position point includes a first target position point, and the first target position point is a position point representing a turnout; the path planning information includes target state information indicating the state of the turnout; the step of determining whether it is necessary to adjust the state of the target position point based on the path planning information and the real-time state information includes: Judge whether the state information indicating the real-time state of the turnout in the real-time state information is consistent with the target state information indicating the state of the turnout in the path planning information. When they are consistent, judge that it is not necessary to adjust the state of the first target position point. When they are inconsistent, judge that it is necessary to adjust the state of the first target position point.

5. The method according to claim 4, wherein The target position point includes a second target position point, and the second target position point is a position point representing an air door, and the air door includes an incoming air door and an outgoing air door; the path planning information includes target state information indicating the state of the air door; the step of determining whether it is necessary to adjust the state of the target position point based on the path planning information and the real-time state information includes: Judge whether the state information indicating the real-time state of the air door in the real-time state information is consistent with the target state information indicating the state of the air door in the path planning information; wherein, when the rail crane is outside the incoming air door, the target state information indicating the state of the air door is that the incoming air door is in the open state and the outgoing air door is in the closed state. When they are consistent, judge that it is not necessary to adjust the state of the second target position point. When they are inconsistent, judge that it is necessary to adjust the state of the second target position point.

6. The method according to claim 5, wherein The method further includes: When the rail crane travels to the target position point, update the real-time status information of the target position point and, based on the updated real-time status information, perform a preset triggering operation.

7. The method according to claim 6, characterized in that, The first target position point is configured with a first main environment status indicating device and a number of first auxiliary environment status indicating devices; wherein, the first main environment status indicating device is configured at the position of the target device of the switch, and among the number of first auxiliary environment status indicating devices, there are a pre-positioned auxiliary environment status indicating device and a number of post-positioned auxiliary environment status indicating devices; the pre-positioned auxiliary environment status indicating device is configured at a position of a preset distance in front of the switch, and the number of post-positioned auxiliary environment status indicating devices are respectively configured at positions near each branch track behind the switch and at a preset distance; The steps of updating the real-time status information of the target position point and, based on the updated real-time status information, performing a preset triggering operation when the rail crane travels to the target position point include: When the rail crane travels to the first target position point and is within the communication range of the pre-positioned auxiliary environment status indicating device, receive the real-time status information of the switch sent by the pre-positioned auxiliary environment status indicating device; in the case where the real-time status information of the switch is inconsistent with the target status information, send a status adjustment instruction to the target device of the switch, so that the target device adjusts the deflection state of the switch and controls the rail crane to stop traveling according to a preset speed reduction strategy, and then, in the case where the real-time status information of the switch is consistent with the target status information, re-control the rail crane to travel.

8. The method according to claim 6, wherein The second target position point is configured with a second main environment status indicating device and a number of second auxiliary environment status indicating devices; wherein, the second main environment status indicating device is configured inside the air door, and the number of second auxiliary environment status indicating devices include a second auxiliary environment status indicating device corresponding to entering the air door and a second auxiliary environment status indicating device corresponding to leaving the air door; wherein, the second auxiliary environment status indicating device corresponding to entering the air door is configured outside the air door and at a position of a preset distance from entering the air door, and the second auxiliary environment status indicating device corresponding to leaving the air door is configured outside the air door and at a position of a preset distance from leaving the air door; The steps of updating the real-time status information of the target position point and, based on the updated real-time status information, performing a preset triggering operation when the rail crane travels to the target position point include: When the rail crane travels to the second target position point and is within the communication range of the second auxiliary environment status indicating device corresponding to entering the air door, receive the real-time status information of the air door sent by the second auxiliary environment status indicating device corresponding to entering the air door; in the case where the real-time status information of the air door is inconsistent with the target status information, send a status adjustment instruction to the target device of entering the air door, so that the target device opens the air door for entering and controls the rail crane to stop traveling, and then, in the case where the air door for entering is opened, re-control the rail crane to travel; When the track crane travels into the communication range of the second main environmental status indicating device corresponding to the access air door, based on the real-time status information of the air door sent by the second main environmental status indicating device, control the track crane to stop traveling, and when the access air door is closed and the departure air door is open, re-control the track crane to travel and then drive out of the air door.

9. An automatic driving method for an overhead crane, characterized in that, Comprising: During the operation of the track crane, based on each position point in the preset path planning information, control the operation state of the track crane, and based on the method for adjusting the state of a target position point according to any one of claims 1-8, adjust the state of the target position point when the track crane has not yet entered or has already entered the target position point.

10. An electronic device, characterized in that, Comprising: A memory, and one or more processors communicatively connected to the memory; Instructions executable by the one or more processors are stored in the memory, and when the instructions are executed by the one or more processors, the one or more processors are caused to implement the method according to any one of claims 1 to 8.

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