Safe driving auxiliary decision-making method and device for mine auxiliary transport vehicle

Abstract

The invention relates to the technical field of mine electronic information, in particular to a safe driving auxiliary decision-making method and device for a mine auxiliary transport vehicle. The method comprises the following steps: S1, arranging UWB receiving antennas in different directions on an auxiliary transport vehicle; s2, transmitting a signal through a UWB tag carried by a target person; s3, selecting the minimum timestamp and the second minimum timestamp of the received signal to calculate a time difference value; s4, when the time difference value is greater than a preset time threshold value, judging the orientation of the target person based on the timestamps of the received signals of the UWB receiving antennas in combination with the antenna layout; and S5, when the time difference is smaller than or equal to a preset time threshold value, calculating the orientation of the target person based on the timestamps of the signals received by the UWB receiving antennas in combination with the coordinate positions of the UWB receiving antennas relative to the center of the auxiliary transport vehicle through a coordinate positioning algorithm. According to the scheme, the system complexity and the hardware cost can be greatly reduced, and the environmental adaptability and the positioning accuracy of the device are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of mine electronic information technology, in particular to a safety driving assistance decision-making method and device for mine auxiliary transport vehicles, and is especially suitable for personnel approach warning scenarios of underground trackless rubber-tyred vehicles, shovel trucks and other mobile devices. BACKGROUND

[0002] Mine roadway is the core operation space of underground mining, with characteristics such as narrow space, insufficient lighting, and complex environment. When auxiliary transport vehicles (such as trackless rubber-tyred vehicles, shovel trucks, and personnel vehicles) drive, load and unload, and work in the roadway, due to the existence of visual blind area and non-line-of-sight scene (such as vehicle corner, device shielding, and roadway turning), personnel collision and crushing accidents are easily caused.

[0003] Existing vehicle collision avoidance technologies mostly use single sensor solutions, such as ultrasonic, infrared, or laser radar. However, dust, moisture, metal reflecting surfaces in the mine environment, and the vehicle's own structure (such as the car body and metal supports) easily lead to an enlarged sensor detection blind area, high false alarm rate, and high miss rate. For example, ultrasonic waves are easily scattered and absorbed in dust, infrared sensors are easily interfered by thermal noise in a humid environment, and laser radar is easily reflected by metal surfaces, resulting in signal loss. In addition, multipath effects are particularly serious in complex mine roadways, and the timestamp accuracy is greatly attenuated after the signal is reflected multiple times by the roadway wall and equipment, directly leading to ranging / direction finding deviation, and the risk of failure of traditional timestamp-based positioning algorithms in non-line-of-sight scenarios is high.

[0004] In terms of positioning technology, existing technologies have strict requirements for the installation environment of UWB receiving antennas: due to the reasons of avoiding affecting the driver's line of sight and preventing scratching, only specific positions can be installed, and the environmental adaptability is poor. Secondly, existing technologies have strong dependence on high-precision clock synchronization: such as TDOA (Time Difference of Arrival) positioning requires nanometer-level clock synchronization accuracy, which has high hardware cost and complex maintenance. At the same time, the positioning algorithms of existing technologies do not fully consider the size of different types of auxiliary transport vehicles (such as long-axle-distance material vehicles and compact personnel vehicles) and the installation position of the antenna: in actual application, there is a large distance error of personnel in different directions of the vehicle, which leads to insufficient practicality in the field. In addition, existing technologies have not effectively solved the problem of "direction ambiguity zone": in the overlapping area of vehicle blind area and non-line-of-sight scene, traditional positioning algorithms are prone to positioning drift and direction misjudgment, leading to failure of safety warning.

[0005] In summary, existing safety protection technologies for mine auxiliary transport vehicles have core problems such as poor environmental adaptability, inaccurate positioning, and ineffective safety warning. SUMMARY

[0006] In view of the deficiencies of the prior art, the technical problem to be solved by the present application is: how to provide a mine auxiliary transport vehicle safety driving assistance decision method and device, when the UWB signal propagation path difference is significant, the time stamp of the vehicle peripheral UWB receiving antenna and the geometric constraint of the antenna layout are combined to lock the position area of the personnel relative to the vehicle, realize the "position area level" rapid warning, and the judgment logic does not need to rely on high-precision synchronous clock or complex absolute coordinate calculation, which can greatly reduce the system complexity and hardware cost, and improve the environmental adaptability and positioning accuracy of the device.

[0007] When the UWB signal propagation path difference is too small, the coordinate positioning algorithm is used to calculate the position of the personnel, and the limitations of the simple position judgment are overcome.

[0008] In order to solve the above technical problems, the present application adopts the following technical scheme:

[0009] The mine auxiliary transport vehicle safety driving assistance decision method comprises:

[0010] S1: setting not less than four UWB receiving antennas in different positions on the auxiliary transport vehicle;

[0011] S2: transmitting signals to the UWB receiving antennas on the auxiliary transport vehicle through the UWB tag carried by the target personnel;

[0012] S3: recording the time stamp of the signal received by each UWB receiving antenna on the auxiliary transport vehicle based on time synchronization, and selecting the minimum time stamp and the second minimum time stamp to calculate the time difference value;

[0013] S4: when the time difference value is greater than the preset time threshold, judging the position of the target personnel relative to the auxiliary transport vehicle based on the time stamp of the signal received by each UWB receiving antenna and the antenna layout;

[0014] S5: when the time difference value is less than or equal to the preset time threshold, calculating the position of the target personnel relative to the auxiliary transport vehicle through the coordinate positioning algorithm based on the time stamp of the signal received by each UWB receiving antenna and the coordinate position of the UWB receiving antenna relative to the center of the auxiliary transport vehicle.

[0015] Preferably, in step S1, the number of UWB receiving antennas set on the auxiliary transport vehicle is not less than four.

[0016] Preferably, in step S1, one UWB receiving antenna is arranged in the front of the vehicle head, the rear of the vehicle tail, the left side of the vehicle body and the right side of the vehicle body respectively.

[0017] Preferably, in step S4, the judgment logic for judging the position of the target personnel relative to the auxiliary transport vehicle comprises:

[0018] 1) If the UWB receiving antenna directly in front of the vehicle has the smallest timestamp and the UWB receiving antenna on the left side of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area slightly in front of the left side of the auxiliary transport vehicle.

[0019] 2) If the UWB receiving antenna directly in front of the vehicle has the smallest timestamp and the UWB receiving antenna on the right side of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area slightly in front of the right side of the auxiliary transport vehicle.

[0020] 3) If the UWB receiving antenna directly in front of the vehicle has the smallest timestamp and the UWB receiving antenna directly behind the vehicle has the second smallest timestamp, then it is considered an abnormal situation.

[0021] 4) If the UWB receiving antenna on the left side of the vehicle body is the smallest timestamp and the UWB receiving antenna directly in front of the vehicle body is the second smallest timestamp, then it is determined that the target personnel are in the area slightly to the left of the left front of the auxiliary transport vehicle.

[0022] 5) If the UWB receiving antenna on the left side of the vehicle body is the smallest timestamp and the UWB receiving antenna directly behind the rear of the vehicle body is the second smallest timestamp, then it is determined that the target personnel are in the area slightly to the left of the left rear of the auxiliary transport vehicle.

[0023] 6) If the UWB receiving antenna on the left side of the vehicle body has the smallest timestamp and the UWB receiving antenna on the right side of the vehicle body has the second smallest timestamp, it is considered an abnormal situation.

[0024] 7) If the UWB receiving antenna on the right side of the vehicle body is the smallest timestamp and the UWB receiving antenna directly in front of the vehicle body is the second smallest timestamp, then it is determined that the target personnel are in the area slightly to the right of the right front of the auxiliary transport vehicle.

[0025] 8) If the UWB receiving antenna on the right side of the vehicle body is the smallest timestamp and the UWB receiving antenna directly behind the rear of the vehicle body is the second smallest timestamp, then it is determined that the target personnel are in the area slightly to the right of the right rear of the auxiliary transport vehicle.

[0026] 9) If the UWB receiving antenna on the right side of the vehicle body has the smallest timestamp and the UWB receiving antenna on the left side of the vehicle body has the second smallest timestamp, it is considered an abnormal situation.

[0027] 10) If the UWB receiving antenna directly behind the rear of the vehicle has the smallest timestamp and the UWB receiving antenna on the left side of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area slightly behind the left rear of the auxiliary transport vehicle.

[0028] 11) If the UWB receiving antenna directly behind the rear of the vehicle has the smallest timestamp and the UWB receiving antenna on the right side of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area slightly behind the right rear of the auxiliary transport vehicle.

[0029] 12) If the UWB receiving antenna directly behind the rear of the vehicle has the smallest timestamp and the UWB receiving antenna directly in front of the vehicle has the second smallest timestamp, then it is considered an abnormal situation.

[0030] Preferably, in step S5, the processing steps of the coordinate positioning algorithm include:

[0031] S501: The geometric center origin is constructed with the intersection of the longitudinal and transverse center axes of the auxiliary vehicle as the geometric center, and the direction of the vehicle's front is... In the positive direction of the axis, the right side of the vehicle body is... A coordinate system along the positive axis;

[0032] S502: Calculate the coordinates of each UWB receiving antenna in the coordinate system established in step S501, and simultaneously define the coordinates of the target personnel as follows: ;

[0033] in:

[0034] The UWB receiving antenna directly in front of the vehicle is an antenna. ,antenna coordinates , For antenna Distance to the auxiliary transport vehicle center;

[0035] The UWB receiving antenna directly behind the rear of the vehicle is an antenna. ,antenna coordinates , For antenna Distance to the auxiliary transport vehicle center;

[0036] The UWB receiving antenna on the left side of the vehicle is an antenna. ,antenna coordinates , For antenna Distance to the auxiliary transport vehicle center;

[0037] The UWB receiving antenna on the right side of the vehicle is an antenna. ,antenna coordinates , For antenna Distance to the auxiliary transport vehicle center;

[0038] S503: Select Antenna As a reference antenna;

[0039] S504: Calculate the reference antenna Time difference and distance difference with other UWB receiving antennas;

[0040] S505: Based on time difference and range difference, based on reference antenna The TDOA equations for other UWB receiving antennas include the coordinates of the target personnel. An overdetermined system of equations;

[0041] S506: Will include the coordinates of the target personnel The overdetermined system of equations is converted into an error function;

[0042] S507: The minimum value of the error function is obtained by iteratively solving the least squares method to obtain the coordinates of the target personnel. ;

[0043] S508: Based on the coordinates of the target personnel Determine the position of the target personnel relative to the auxiliary transport vehicle.

[0044] Preferably, in step S504, the reference antenna is calculated using the following formula. Time difference with other UWB receiving antennas:

[0045] ;

[0046] In the formula: Indicates reference antenna With antenna , or Time difference; Indicates reference antenna Timestamp of received signal; Indicates antenna , or Timestamp of received signal;

[0047] The reference antenna is calculated using the following formula. Distance difference with other UWB receiving antennas:

[0048] ;

[0049] ;

[0050] ;

[0051] In the formula: Indicates reference antenna With antenna , or The distance difference; Represents the speed of light; Indicates reference antenna Distance to the auxiliary transport vehicle center; Represents the coordinates of the target person; Indicates antenna , or The coordinates.

[0052] Preferably, step S505 includes the coordinates of the target personnel. The overdetermined system of equations is expressed as:

[0053] ;

[0054] In step S506, the error function is expressed as:

[0055] ;

[0056] In the formula: , , Representing antennas , , Distance to the auxiliary transport vehicle center; , , Representing antennas , or The timestamp of the received signal.

[0057] Preferably, in step S1, a UWB receiving antenna is installed at the right corner of the front of the auxiliary transport vehicle, the left corner of the front of the vehicle, the right corner of the rear of the vehicle, and the left corner of the rear of the vehicle.

[0058] Preferably, in step S4, the logic for determining the position of the target personnel relative to the auxiliary transport vehicle includes:

[0059] 1) If the UWB receiving antenna on the right corner of the front of the vehicle has the smallest timestamp and the UWB receiving antenna on the left corner of the front of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area slightly to the right front of the auxiliary transport vehicle.

[0060] 2) If the UWB receiving antenna on the right corner of the front of the vehicle has the smallest timestamp and the UWB receiving antenna on the right corner of the rear of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area slightly to the right front of the auxiliary transport vehicle.

[0061] 3) If the UWB receiving antenna on the right corner of the front of the vehicle has the smallest timestamp and the UWB receiving antenna on the left corner of the rear of the vehicle has the second smallest timestamp, then it is considered an abnormal situation.

[0062] 4) If the UWB receiving antenna at the left corner of the front of the vehicle has the smallest timestamp and the UWB receiving antenna at the right corner of the front of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area slightly to the left front of the auxiliary transport vehicle.

[0063] 5) If the UWB receiving antenna at the left corner of the front of the vehicle has the smallest timestamp and the UWB receiving antenna at the left corner of the rear of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area slightly to the left front of the auxiliary transport vehicle.

[0064] 6) If the UWB receiving antenna at the left corner of the front of the vehicle has the smallest timestamp and the UWB receiving antenna at the right corner of the rear of the vehicle has the second smallest timestamp, then it is considered an abnormal situation.

[0065] 7) If the UWB receiving antenna at the right right corner of the rear of the vehicle has the smallest timestamp and the UWB receiving antenna at the right right corner of the front of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area slightly to the right rear of the auxiliary transport vehicle.

[0066] 8) If the UWB receiving antenna at the right corner of the rear of the vehicle has the smallest timestamp and the UWB receiving antenna at the left corner of the rear of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area directly behind and slightly to the right rear of the auxiliary transport vehicle.

[0067] 9) If the UWB receiving antenna at the right corner of the rear of the vehicle has the smallest timestamp and the UWB receiving antenna at the left corner of the front of the vehicle has the second smallest timestamp, then it is considered an abnormal situation.

[0068] 10) If the UWB receiving antenna at the left corner of the rear of the vehicle has the smallest timestamp and the UWB receiving antenna at the left corner of the front of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area slightly to the left and rear of the auxiliary transport vehicle.

[0069] 11) If the UWB receiving antenna at the left corner of the rear of the vehicle has the smallest timestamp and the UWB receiving antenna at the right corner of the rear of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area directly behind and slightly to the left rear of the auxiliary transport vehicle.

[0070] 12) If the UWB receiving antenna at the left corner of the rear of the vehicle has the smallest timestamp and the UWB receiving antenna at the right corner of the front of the vehicle has the second smallest timestamp, then it is considered an abnormal situation.

[0071] A safety driving assistance decision-making device for mine auxiliary transport vehicles, implemented based on a safety driving assistance decision-making method for mine auxiliary transport vehicles, including:

[0072] UWB tags, because the target personnel carry them;

[0073] The antenna assembly includes no fewer than four UWB receiving antennas positioned at different locations on the auxiliary transport vehicle;

[0074] The timestamp recording module is used to record the timestamps of the signals received by each UWB receiving antenna on the auxiliary transport vehicle based on time synchronization, and to select the smallest and second smallest timestamps to calculate the time difference.

[0075] The first decision module is used to determine the position of the target personnel relative to the auxiliary transport vehicle based on the timestamps of the signals received by each UWB receiving antenna and the antenna layout when the time difference is greater than a preset time threshold.

[0076] The second decision module is used to calculate the position of the target person relative to the auxiliary transport vehicle by using a coordinate positioning algorithm based on the timestamps of the signals received by each UWB receiving antenna and the coordinate position of the UWB receiving antenna relative to the center of the auxiliary transport vehicle when the time difference is less than or equal to a preset time threshold.

[0077] Compared with the prior art, the safe driving assistance decision-making method and device for mine auxiliary transportation vehicles in this invention have the following advantages:

[0078] This invention directly determines the location of personnel by using the timestamps of each UWB receiving antenna and the antenna layout when the time difference exceeds a preset threshold (significant difference in UWB signal propagation paths). This determination logic does not rely on high-precision synchronization clocks or complex absolute coordinate calculations; it can directly achieve rapid location determination based on the mapping relationship between the time difference and the spatial distribution of antennas, significantly reducing system computational complexity and hardware costs. In the complex environment of mines, the determination strategy designed using UWB technology has the ability to resist multipath interference, non-line-of-sight propagation, and dynamic clock synchronization errors. By selecting the minimum and second-smallest timestamp difference thresholds, pseudo-timing fluctuations caused by signal reflection and scattering can be effectively filtered out, ensuring the robustness of location determination. At the same time, the geometric constraints of the antenna layout directly lock the location area of ​​personnel equivalent to vehicles, achieving rapid early warning at the "location area level." Compared with traditional coordinate positioning schemes, this is more suitable for the stringent requirements of real-time performance and reliability for mine auxiliary transport vehicles, thereby significantly improving the efficiency and accuracy of personnel safety protection.

[0079] This invention employs a coordinate positioning algorithm combined with antenna coordinates to calculate azimuth when the time difference is less than or equal to a preset threshold (when the difference in the UWB signal propagation path is too small), achieving precise two-dimensional positioning and overcoming the limitations of simple azimuth judgment. A mathematical model is constructed using a multi-antenna TDOA (Time Difference of Arrival) overdetermined equation set, and the least squares method is used to optimally estimate the tag position, effectively suppressing the impact of single measurement errors on the positioning results. In scenarios with very small path differences, traditional azimuth judgment methods are prone to failure due to minute differences in signal timing. This invention, however, uses coordinate positioning to accurately analyze the specific position (e.g., distance, angle) of the target personnel relative to the vehicle center, improving positioning accuracy to the centimeter level. This not only solves the positioning blind spot problem in the "azimuth ambiguity zone" of mines but also achieves precise location positioning by associating the coordinates of the UWB receiving antenna with the vehicle center. This provides more accurate data support for safety decisions such as obstacle avoidance and emergency braking of mine vehicles, significantly enhancing the reliability and practicality of the onboard personnel detection system.

[0080] This invention designs a dual-mode flexible detection mechanism, providing two standardized antenna installation layouts (detection mode one and detection mode two) and corresponding orientation judgment algorithms for different vehicle types (such as vehicles with large differences in front / rear operations and vehicles with balanced operations at all four corners), achieving highly adaptable installation and detection with a "one vehicle, one policy" approach. Attached Figure Description

[0081] To make the objectives, technical solutions, and advantages of the invention clearer, the invention will now be described in further detail with reference to the accompanying drawings, wherein:

[0082] Figure 1 A logical flowchart of a safety driving assistance decision-making method for auxiliary transportation vehicles in mines.

[0083] Figure 2 This is a schematic diagram of the antenna layout for detection mode one.

[0084] Figure 3 This is a schematic diagram of the antenna layout for detection mode two.

[0085] Figure 4 This is a schematic diagram for determining the orientation in detection mode one.

[0086] Figure 5 This is a schematic diagram for determining the orientation in detection mode two. Detailed Implementation

[0087] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but only to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0088] The following detailed explanation illustrates the specific implementation methods:

[0089] Example:

[0090] This embodiment discloses a safe driving assistance decision-making method for mine auxiliary transportation vehicles.

[0091] like Figure 1 As shown, the safe driving assistance decision-making method for mine auxiliary transportation vehicles includes:

[0092] S1: Install no fewer than four UWB receiving antennas in different directions on the auxiliary transport vehicle;

[0093] In this embodiment, the number of UWB receiving antennas installed on the auxiliary transport vehicle is no less than four.

[0094] S2: Transmit a signal to the UWB receiving antenna on the auxiliary transport vehicle via the UWB tag carried by the target personnel;

[0095] S3: Based on the time synchronization record of the timestamps of the signals received by each UWB receiving antenna on the auxiliary transport vehicle, the minimum timestamp and the second minimum timestamp are selected to calculate the time difference;

[0096] S4: When the time difference is greater than the preset time threshold, the position of the target personnel relative to the auxiliary transport vehicle is determined based on the timestamp of the signals received by each UWB receiving antenna and the antenna layout.

[0097] S5: When the time difference is less than or equal to the preset time threshold, the position of the target person relative to the auxiliary transport vehicle is calculated by the coordinate positioning algorithm based on the timestamp of the signal received by each UWB receiving antenna and the coordinate position of the UWB receiving antenna relative to the center of the auxiliary transport vehicle.

[0098] In this embodiment, the time threshold T ranges from 0.016 to 39.78 nanoseconds, and can be determined according to the length and width of the auxiliary transport vehicle. The recommended initial budget values ​​are 12.8 nanoseconds and 6.4 nanoseconds, respectively.

[0099] To better illustrate the technical solution of the present invention, this embodiment is described in the following parts.

[0100] I. Two Detection Modes

[0101] In this embodiment, two detection methods are disclosed based on the layout of the UWB receiving antenna.

[0102] like Figure 2 As shown, detection mode one involves installing one UWB receiving antenna each at the front (facing forward), right side (facing right), rear (facing backward), and left side (facing left) of the auxiliary transport vehicle, namely antenna 0, antenna 1, antenna 2, and antenna 3. Detection mode one is suitable for vehicles with a long body where the front and rear are the main operating areas (such as material transport vehicles).

[0103] like Figure 3As shown, detection mode two involves installing a UWB receiving antenna at the right corner of the front (facing right front), the right corner of the rear (facing right rear), the left corner of the rear (facing left rear), and the left corner of the front (facing left front) of the auxiliary transport vehicle, namely antenna 0, antenna 1, antenna 2, and antenna 3. Detection mode two is suitable for vehicles whose operating areas are distributed at the four corners of the vehicle or whose body is short (such as multi-functional loader).

[0104] This invention designs a dual-mode flexible detection mechanism, providing two standardized antenna installation layouts (detection mode one and detection mode two) and corresponding orientation judgment algorithms for different vehicle types (such as vehicles with large differences in front / rear operations and vehicles with balanced operations at all four corners), achieving highly adaptable installation and detection with a "one vehicle, one policy" approach.

[0105] II. Time Difference

[0106] After the UWB tag (personnel identification card) transmits a frame of UWB signal, each UWB receiving antenna on the auxiliary transport vehicle receives the signal and records the timestamp of the received signal for each antenna. The two smallest timestamps are then sorted by size. , ( < ), calculate the difference △ = - When △ > (A preset time threshold, typically corresponding to a signal propagation path difference exceeding a critical value for UWB positioning accuracy) indicates that the tag signal arrives first. The corresponding antenna, arrived later The corresponding antennas have significantly different paths, so the location of people can be directly determined by the antenna layout relationship.

[0107] III. Directly Determine Direction

[0108] 1. Detection Mode One

[0109] like Figure 4 As shown, the logic for determining the position of the target personnel relative to the auxiliary transport vehicle in detection mode one includes:

[0110] 1) If the UWB receiving antenna directly in front of the vehicle is the smallest timestamp and the UWB receiving antenna on the left side of the vehicle is the second smallest timestamp, then it is determined that the target personnel are in the area slightly in front of the left side of the auxiliary transport vehicle (i.e., the L area).

[0111] 2) If the UWB receiving antenna directly in front of the vehicle has the smallest timestamp and the UWB receiving antenna on the right side of the vehicle has the second smallest timestamp, then the target personnel are determined to be in the area slightly in front of the right side of the auxiliary transport vehicle (i.e., area E).

[0112] 3) If the UWB receiving antenna directly in front of the vehicle has the smallest timestamp, and the UWB receiving antenna directly behind the vehicle has the second smallest timestamp, then this is considered an abnormal situation; because the path difference between the front and rear antennas is the largest, Δ Typically, if antenna 0 is the closest and antenna 2 is the second closest, it means the person is directly in front of the vehicle. Antenna 2, being the second closest, might be affected by reflection, but △ > The time priority is to determine the direction directly in front.

[0113] 4) If the UWB receiving antenna on the left side of the vehicle body is the smallest timestamp and the UWB receiving antenna directly in front of the vehicle body is the second smallest timestamp, then it is determined that the target personnel are in the area slightly to the left of the left front of the auxiliary transport vehicle (i.e., area K).

[0114] 5) If the UWB receiving antenna on the left side of the vehicle is the smallest timestamp and the UWB receiving antenna directly behind the rear of the vehicle is the second smallest timestamp, then it is determined that the target personnel are in the area slightly to the left of the left rear of the auxiliary transport vehicle (i.e., area J).

[0115] 6) If the UWB receiving antenna on the left side of the vehicle has the smallest timestamp and the UWB receiving antenna on the right side has the second smallest timestamp, this is considered an abnormal situation; because the path difference between the left and right antennas is theoretically only related to the vehicle width, if △ > The person may be located in the center of the side of the vehicle, which needs to be ruled out in conjunction with the antenna's directionality.

[0116] 7) If the UWB receiving antenna on the right side of the vehicle body is the smallest timestamp and the UWB receiving antenna directly in front of the vehicle body is the second smallest timestamp, then it is determined that the target personnel are in the area slightly to the right of the right front of the auxiliary transport vehicle (i.e., area F).

[0117] 8) If the UWB receiving antenna on the right side of the vehicle body is the smallest timestamp and the UWB receiving antenna directly behind the rear of the vehicle body is the second smallest timestamp, then it is determined that the target personnel are in the area slightly to the right of the right rear of the auxiliary transport vehicle (i.e., area G).

[0118] 9) If the UWB receiving antenna on the right side of the vehicle body has the smallest timestamp and the UWB receiving antenna on the left side of the vehicle body has the second smallest timestamp, it is considered an abnormal situation.

[0119] 10) If the UWB receiving antenna directly behind the rear of the vehicle has the smallest timestamp and the UWB receiving antenna on the left side of the vehicle has the second smallest timestamp, then the target person is determined to be in the area slightly behind the left rear of the auxiliary transport vehicle (i.e., area I).

[0120] 11) If the UWB receiving antenna directly behind the rear of the vehicle has the smallest timestamp and the UWB receiving antenna on the right side of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area slightly behind the right rear of the auxiliary transport vehicle (i.e., area H).

[0121] 12) If the UWB receiving antenna directly behind the rear of the vehicle has the smallest timestamp and the UWB receiving antenna directly in front of the vehicle has the second smallest timestamp, then it is considered an abnormal situation.

[0122] If the same UWB receiving antenna corresponds to the smallest and second smallest timestamps (i.e., the same UWB receiving antenna receives the signal twice), it is judged as multipath interference, which is verified by signal strength or subsequent frames and is not included in the azimuth determination.

[0123] 2. Detection Mode Two

[0124] like Figure 5 As shown, the logic for determining the position of the target personnel relative to the auxiliary transport vehicle in detection mode two includes:

[0125] 1) If the UWB receiving antenna on the right corner of the front of the vehicle has the smallest timestamp and the UWB receiving antenna on the left corner of the front of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area directly in front of the auxiliary transport vehicle and slightly to the right (i.e., area E).

[0126] 2) If the UWB receiving antenna at the right corner of the front of the vehicle is the smallest timestamp and the UWB receiving antenna at the right corner of the rear of the vehicle is the second smallest timestamp, then it is determined that the target personnel are in the area slightly to the right front of the auxiliary transport vehicle (i.e., area F).

[0127] 3) If the UWB receiving antenna on the right corner of the front of the vehicle has the smallest timestamp and the UWB receiving antenna on the left corner of the rear of the vehicle has the second smallest timestamp, then it is considered an abnormal situation.

[0128] 4) If the UWB receiving antenna at the left corner of the front of the vehicle has the smallest timestamp and the UWB receiving antenna at the right corner of the front of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area directly in front of the auxiliary transport vehicle and slightly to the left (i.e., the L area).

[0129] 5) If the UWB receiving antenna at the left corner of the front of the vehicle is the smallest timestamp and the UWB receiving antenna at the left corner of the rear of the vehicle is the second smallest timestamp, then it is determined that the target personnel are in the area slightly to the left front of the auxiliary transport vehicle (i.e., area K).

[0130] 6) If the UWB receiving antenna at the left corner of the front of the vehicle has the smallest timestamp and the UWB receiving antenna at the right corner of the rear of the vehicle has the second smallest timestamp, then it is considered an abnormal situation.

[0131] 7) If the UWB receiving antenna at the right right corner of the rear of the vehicle has the smallest timestamp and the UWB receiving antenna at the right right corner of the front of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area slightly to the right rear of the auxiliary transport vehicle (i.e., area G).

[0132] 8) If the UWB receiving antenna at the right corner of the rear of the vehicle has the smallest timestamp and the UWB receiving antenna at the left corner of the rear of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area directly behind and slightly to the right rear of the auxiliary transport vehicle (i.e., area H).

[0133] 9) If the UWB receiving antenna at the right corner of the rear of the vehicle has the smallest timestamp and the UWB receiving antenna at the left corner of the front of the vehicle has the second smallest timestamp, then it is considered an abnormal situation.

[0134] 10) If the UWB receiving antenna at the left rear corner of the vehicle has the smallest timestamp and the UWB receiving antenna at the left front corner of the vehicle has the second smallest timestamp, then the target personnel are determined to be in the area slightly to the left rear of the auxiliary transport vehicle (i.e., area J).

[0135] 11) If the UWB receiving antenna at the left corner of the rear of the vehicle is the smallest timestamp and the UWB receiving antenna at the right corner of the rear of the vehicle is the second smallest timestamp, then it is determined that the target personnel are in the area directly behind and slightly to the left rear of the auxiliary transport vehicle (i.e., area I).

[0136] 12) If the UWB receiving antenna at the left corner of the rear of the vehicle has the smallest timestamp and the UWB receiving antenna at the right corner of the front of the vehicle has the second smallest timestamp, then it is considered an abnormal situation.

[0137] This invention directly determines the location of personnel by using the timestamps of each UWB receiving antenna and the antenna layout when the time difference exceeds a preset threshold (i.e., the path difference is significant). This determination logic does not rely on high-precision synchronization clocks or complex absolute coordinate calculations; it can directly achieve rapid location determination based on the mapping relationship between the time difference and the spatial distribution of antennas, significantly reducing system computational complexity and hardware costs. In the complex environment of mines, the determination strategy designed using UWB technology has the ability to resist multipath interference, non-line-of-sight propagation, and dynamic clock synchronization errors. By selecting the difference threshold between the smallest and second smallest timestamps, pseudo-timing fluctuations caused by signal reflection and scattering can be effectively filtered out, ensuring the robustness of location determination. At the same time, the geometric constraints of the antenna layout directly lock the location area of ​​personnel equivalent to vehicles, achieving rapid early warning at the "location area level." Compared with traditional coordinate positioning schemes, this is more suitable for the stringent requirements of real-time performance and reliability for mine auxiliary transport vehicles, thereby significantly improving the efficiency and accuracy of personnel safety protection.

[0138] IV. Coordinate Positioning Algorithm

[0139] In this embodiment, for △ ≤ In such cases, the path difference is too small, and the precise distance needs to be calculated using TOF (Time of Flight) or TDOA (Time Difference of Arrival) algorithms for positioning, rather than direct orientation determination.

[0140] Taking the application of the coordinate positioning algorithm in detection mode one as an example, the application of the coordinate positioning algorithm in detection mode two is similar to that in detection mode one. Specifically, the processing steps of the coordinate positioning algorithm include:

[0141] S501: The geometric center origin is constructed with the intersection of the longitudinal and transverse center axes of the auxiliary vehicle as the geometric center, and the direction of the vehicle's front is... In the positive direction of the axis, the right side of the vehicle body is... A coordinate system along the positive axis;

[0142] S502: Calculate the coordinates of each UWB receiving antenna in the coordinate system established in step S501, and simultaneously define the coordinates of the target personnel as follows: ;

[0143] Pre-calibrate the coordinates of each antenna relative to the vehicle center:

[0144] The UWB receiving antenna directly in front of the vehicle is an antenna. (Corresponding to antenna 0), antenna coordinates , For antenna To the auxiliary transport vehicle center ( (Axis) distance (positive number);

[0145] The UWB receiving antenna directly behind the rear of the vehicle is an antenna. (Corresponding to antenna 2), antenna coordinates , For antenna To the auxiliary transport vehicle center ( (Axis) distance (positive number);

[0146] The UWB receiving antenna on the left side of the vehicle is an antenna. (Corresponding to antenna 3), antenna coordinates , For antenna To the auxiliary transport vehicle center ( (Axis) distance (positive number);

[0147] The UWB receiving antenna on the right side of the vehicle is an antenna. (Corresponding to antenna 1), antenna coordinates , For antenna To the auxiliary transport vehicle center ( (Axis) distance (positive number);

[0148] S503: Select Antenna As a reference antenna;

[0149] S504: Calculate the reference antenna Time difference and distance difference with other UWB receiving antennas;

[0150] The reference antenna is calculated using the following formula. Time difference with other UWB receiving antennas:

[0151] ;

[0152] In the formula: Indicates reference antenna With antenna , or Time difference; Indicates reference antenna Timestamp of received signal; Indicates antenna , or Timestamp of received signal;

[0153] The reference antenna is calculated using the following formula. Distance difference with other UWB receiving antennas:

[0154] ;

[0155] ;

[0156] ;

[0157] In the formula: Indicates reference antenna With antenna , or The distance difference; Representing the speed of light, taking ; Indicates reference antenna To the auxiliary transport vehicle center ( (axis) distance; Represents the coordinates of the target person; Indicates antenna , or The coordinates.

[0158] S505: Based on time difference and range difference, based on reference antenna Constructing the TDOA (Time Difference of Arrival) equations with other UWB receiving antennas, including the coordinates of the target personnel. An overdetermined system of equations;

[0159] Includes target personnel coordinates The overdetermined system of equations is expressed as:

[0160] .

[0161] Among them, the reference antenna With the left antenna Right side antenna Two independent TDOA equations are established, while the reference antenna... With the rear antenna The third equation was established for overdetermined solutions.

[0162] S506: Will include the coordinates of the target personnel The overdetermined system of equations is converted into an error function;

[0163] The error function is expressed as:

[0164] ;

[0165] In the formula: For antenna To the auxiliary transport vehicle center ( (axis) distance; For antenna To the auxiliary transport vehicle center ( (axis) distance; For antenna To the auxiliary transport vehicle center ( (axis) distance; , , Representing antennas , or The timestamp of the received signal.

[0166] S507: The minimum value of the error function is obtained by iteratively solving the least squares method to obtain the coordinates of the target personnel. Solve using iterative methods The minimum value is used to obtain the two-dimensional coordinates of the label. .

[0167] S508: Based on the coordinates of the target personnel Determine the position of the target personnel relative to the auxiliary transport vehicle.

[0168] Specifically, the calculated The coordinates of the target person carrying the tag relative to the center of the auxiliary transport vehicle are determined by combining the vehicle coordinate system (vehicle head ( ) axis positive direction, right side ( (positive axis direction), which can be directly converted into the precise orientation of personnel relative to the vehicle (e.g., (positive axis direction)). >0) and ( >0) indicates the right front, ( <0) and ( <0 indicates left rear, etc.

[0169] This invention employs a coordinate positioning algorithm combined with antenna coordinates to calculate the azimuth when the time difference is less than or equal to a preset threshold (path difference is too small), achieving precise two-dimensional positioning and overcoming the limitations of simple azimuth judgment. A mathematical model is constructed using a multi-antenna TDOA (Time Difference of Arrival) overdetermined equation set, and the least squares method is used to optimally estimate the tag position, effectively suppressing the impact of single measurement errors on the positioning results. In scenarios with excessively small path differences, traditional azimuth judgment methods are prone to failure due to minute differences in signal timing. This invention, however, uses coordinate positioning to accurately analyze the specific position (e.g., distance, angle) of the target personnel relative to the vehicle center, improving positioning accuracy to the centimeter level. This not only solves the positioning blind spot problem in the "azimuth ambiguity zone" of mines but also achieves precise location positioning by associating the coordinates of the UWB receiving antenna with the vehicle center. This provides more accurate data support for safety decisions such as obstacle avoidance and emergency braking of mine vehicles, significantly enhancing the reliability and practicality of the onboard personnel detection system.

[0170] Example 2:

[0171] This embodiment discloses a safe driving assistance decision-making device for mine auxiliary transport vehicles, which is implemented based on the safe driving assistance decision-making method for mine auxiliary transport vehicles in Embodiment 1.

[0172] A safety driving assistance decision-making device for mine auxiliary transport vehicles includes:

[0173] UWB tags, because the target personnel carry them;

[0174] The antenna assembly includes no fewer than four UWB receiving antennas positioned at different locations on the auxiliary transport vehicle;

[0175] The timestamp recording module is used to record the timestamps of the signals received by each UWB receiving antenna on the auxiliary transport vehicle based on time synchronization, and to select the smallest and second smallest timestamps to calculate the time difference.

[0176] The first decision module is used to determine the position of the target personnel relative to the auxiliary transport vehicle based on the timestamps of the signals received by each UWB receiving antenna and the antenna layout when the time difference is greater than a preset time threshold.

[0177] The second decision module is used to calculate the position of the target person relative to the auxiliary transport vehicle by using a coordinate positioning algorithm based on the timestamps of the signals received by each UWB receiving antenna and the coordinate position of the UWB receiving antenna relative to the center of the auxiliary transport vehicle when the time difference is less than or equal to a preset time threshold.

[0178] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit the technical solutions. Those skilled in the art should understand that any modifications or equivalent substitutions to the technical solutions of the present invention without departing from the spirit and scope of the present invention should be covered within the scope of the claims of the present invention.

Claims

1. A safe driving assistance decision-making method for mine auxiliary transport vehicles, characterized in that, include: S1: Install no fewer than four UWB receiving antennas in different directions on the auxiliary transport vehicle; S2: Transmit a signal to the UWB receiving antenna on the auxiliary transport vehicle via the UWB tag carried by the target personnel; S3: Based on the time synchronization record of the timestamps of the signals received by each UWB receiving antenna on the auxiliary transport vehicle, the minimum timestamp and the second minimum timestamp are selected to calculate the time difference; S4: When the time difference is greater than the preset time threshold, the position of the target personnel relative to the auxiliary transport vehicle is determined based on the timestamp of the signals received by each UWB receiving antenna and the antenna layout. S5: When the time difference is less than or equal to the preset time threshold, the position of the target person relative to the auxiliary transport vehicle is calculated by the coordinate positioning algorithm based on the timestamp of the signal received by each UWB receiving antenna and the coordinate position of the UWB receiving antenna relative to the center of the auxiliary transport vehicle.

2. The safe driving assistance decision-making method for mine auxiliary transportation vehicles as described in claim 1, characterized in that: In step S1, a UWB receiving antenna is installed at the front of the auxiliary transport vehicle, the rear of the vehicle, the left side of the vehicle, and the right side of the vehicle.

3. The safe driving assistance decision-making method for mine auxiliary transportation vehicles as described in claim 2, characterized in that: In step S4, the logic for determining the position of the target personnel relative to the auxiliary transport vehicle includes: 1) If the UWB receiving antenna directly in front of the vehicle has the smallest timestamp and the UWB receiving antenna on the left side of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area slightly in front of the left side of the auxiliary transport vehicle. 2) If the UWB receiving antenna directly in front of the vehicle has the smallest timestamp and the UWB receiving antenna on the right side of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area slightly in front of the right side of the auxiliary transport vehicle. 3) If the UWB receiving antenna directly in front of the vehicle has the smallest timestamp and the UWB receiving antenna directly behind the vehicle has the second smallest timestamp, then it is considered an abnormal situation. 4) If the UWB receiving antenna on the left side of the vehicle body is the smallest timestamp and the UWB receiving antenna directly in front of the vehicle body is the second smallest timestamp, then it is determined that the target personnel are in the area slightly to the left of the left front of the auxiliary transport vehicle. 5) If the UWB receiving antenna on the left side of the vehicle body is the smallest timestamp and the UWB receiving antenna directly behind the rear of the vehicle body is the second smallest timestamp, then it is determined that the target personnel are in the area slightly to the left of the left rear of the auxiliary transport vehicle. 6) If the UWB receiving antenna on the left side of the vehicle body has the smallest timestamp and the UWB receiving antenna on the right side of the vehicle body has the second smallest timestamp, it is considered an abnormal situation. 7) If the UWB receiving antenna on the right side of the vehicle body is the smallest timestamp and the UWB receiving antenna directly in front of the vehicle body is the second smallest timestamp, then it is determined that the target personnel are in the area slightly to the right of the right front of the auxiliary transport vehicle. 8) If the UWB receiving antenna on the right side of the vehicle body is the smallest timestamp and the UWB receiving antenna directly behind the rear of the vehicle body is the second smallest timestamp, then it is determined that the target personnel are in the area slightly to the right of the right rear of the auxiliary transport vehicle. 9) If the UWB receiving antenna on the right side of the vehicle body has the smallest timestamp and the UWB receiving antenna on the left side of the vehicle body has the second smallest timestamp, it is considered an abnormal situation. 10) If the UWB receiving antenna directly behind the rear of the vehicle has the smallest timestamp and the UWB receiving antenna on the left side of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area slightly behind the left rear of the auxiliary transport vehicle. 11) If the UWB receiving antenna directly behind the rear of the vehicle has the smallest timestamp and the UWB receiving antenna on the right side of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area slightly behind the right rear of the auxiliary transport vehicle. 12) If the UWB receiving antenna directly behind the rear of the vehicle has the smallest timestamp and the UWB receiving antenna directly in front of the vehicle has the second smallest timestamp, then it is considered an abnormal situation.

4. The safe driving assistance decision-making method for mine auxiliary transportation vehicles as described in claim 2, characterized in that: In step S5, the processing steps of the coordinate positioning algorithm include: S501: The geometric center origin is constructed with the intersection of the longitudinal and transverse center axes of the auxiliary vehicle as the geometric center, and the direction of the vehicle's front is... In the positive direction of the axis, the right side of the vehicle body is... A coordinate system along the positive axis; S502: Calculate the coordinates of each UWB receiving antenna in the coordinate system established in step S501, and simultaneously define the coordinates of the target personnel as follows: ; in: The UWB receiving antenna directly in front of the vehicle is an antenna. ,antenna coordinates , For antenna Distance to the auxiliary transport vehicle center; The UWB receiving antenna directly behind the rear of the vehicle is an antenna. ,antenna coordinates , For antenna Distance to the auxiliary transport vehicle center; The UWB receiving antenna on the left side of the vehicle is an antenna. ,antenna coordinates , For antenna Distance to the auxiliary transport vehicle center; The UWB receiving antenna on the right side of the vehicle is an antenna. ,antenna coordinates , For antenna Distance to the auxiliary transport vehicle center; S503: Select Antenna As a reference antenna; S504: Calculate the reference antenna Time difference and distance difference with other UWB receiving antennas; S505: Based on time difference and range difference, based on reference antenna The TDOA equations for other UWB receiving antennas include the coordinates of the target personnel. An overdetermined system of equations; S506: Will include the coordinates of the target personnel The overdetermined system of equations is converted into an error function; S507: The minimum value of the error function is obtained by iteratively solving the least squares method to obtain the coordinates of the target personnel. ; S508: Based on the coordinates of the target personnel Determine the position of the target personnel relative to the auxiliary transport vehicle.

5. The safe driving assistance decision-making method for mine auxiliary transport vehicles as described in claim 4, characterized in that: In step S504, the reference antenna is calculated using the following formula. Time difference with other UWB receiving antennas: ； In the formula: Indicates reference antenna With antenna , or Time difference; Indicates reference antenna Timestamp of received signal; Indicates antenna , or Timestamp of received signal; The reference antenna is calculated using the following formula. Distance difference with other UWB receiving antennas: ； ； ； In the formula: Indicates reference antenna With antenna , or The distance difference; Represents the speed of light; Indicates reference antenna Distance to the auxiliary transport vehicle center; Represents the coordinates of the target person; Indicates antenna , or The coordinates.

6. The safe driving assistance decision-making method for mine auxiliary transport vehicles as described in claim 4, characterized in that: Step S505 includes the coordinates of the target personnel. The overdetermined system of equations is expressed as: ； In step S506, the error function is expressed as: ； In the formula: , , Representing antennas , , Distance to the auxiliary transport vehicle center; , , Representing antennas , or The timestamp of the received signal.

7. The safe driving assistance decision-making method for mine auxiliary transportation vehicles as described in claim 1, characterized in that: In step S1, a UWB receiving antenna is installed at the right corner of the front of the auxiliary transport vehicle, the left corner of the front of the vehicle, the right corner of the rear of the vehicle, and the left corner of the rear of the vehicle.

8. The safe driving assistance decision-making method for mine auxiliary transportation vehicles as described in claim 7, characterized in that: In step S4, the logic for determining the target personnel's position relative to the auxiliary transport vehicle includes: 1) If the UWB receiving antenna on the right corner of the front of the vehicle has the smallest timestamp and the UWB receiving antenna on the left corner of the front of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area slightly to the right front of the auxiliary transport vehicle. 2) If the UWB receiving antenna on the right corner of the front of the vehicle has the smallest timestamp and the UWB receiving antenna on the right corner of the rear of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area slightly to the right front of the auxiliary transport vehicle. 3) If the UWB receiving antenna on the right corner of the front of the vehicle has the smallest timestamp and the UWB receiving antenna on the left corner of the rear of the vehicle has the second smallest timestamp, then it is considered an abnormal situation. 4) If the UWB receiving antenna at the left corner of the front of the vehicle has the smallest timestamp and the UWB receiving antenna at the right corner of the front of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area slightly to the left front of the auxiliary transport vehicle. 5) If the UWB receiving antenna at the left corner of the front of the vehicle has the smallest timestamp and the UWB receiving antenna at the left corner of the rear of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area slightly to the left front of the auxiliary transport vehicle. 6) If the UWB receiving antenna at the left corner of the front of the vehicle has the smallest timestamp and the UWB receiving antenna at the right corner of the rear of the vehicle has the second smallest timestamp, then it is considered an abnormal situation. 7) If the UWB receiving antenna at the right right corner of the rear of the vehicle has the smallest timestamp and the UWB receiving antenna at the right right corner of the front of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area slightly to the right rear of the auxiliary transport vehicle. 8) If the UWB receiving antenna at the right corner of the rear of the vehicle has the smallest timestamp and the UWB receiving antenna at the left corner of the rear of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area directly behind and slightly to the right rear of the auxiliary transport vehicle. 9) If the UWB receiving antenna at the right corner of the rear of the vehicle has the smallest timestamp and the UWB receiving antenna at the left corner of the front of the vehicle has the second smallest timestamp, then it is considered an abnormal situation. 10) If the UWB receiving antenna at the left corner of the rear of the vehicle has the smallest timestamp and the UWB receiving antenna at the left corner of the front of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area slightly to the left and rear of the auxiliary transport vehicle. 11) If the UWB receiving antenna at the left corner of the rear of the vehicle has the smallest timestamp and the UWB receiving antenna at the right corner of the rear of the vehicle has the second smallest timestamp, then it is determined that the target personnel are in the area directly behind and slightly to the left rear of the auxiliary transport vehicle. 12) If the UWB receiving antenna at the left corner of the rear of the vehicle has the smallest timestamp and the UWB receiving antenna at the right corner of the front of the vehicle has the second smallest timestamp, then it is considered an abnormal situation.

9. A safety driving assistance decision-making device for mine auxiliary transport vehicles, characterized in that: The implementation of the safe driving assistance decision-making method for mine auxiliary transportation vehicles according to claim 1 includes: UWB tags, because the target personnel carry them; The antenna assembly includes no fewer than four UWB receiving antennas positioned at different locations on the auxiliary transport vehicle; The timestamp recording module is used to record the timestamps of the signals received by each UWB receiving antenna on the auxiliary transport vehicle based on time synchronization, and to select the smallest and second smallest timestamps to calculate the time difference. The first decision module is used to determine the position of the target personnel relative to the auxiliary transport vehicle based on the timestamps of the signals received by each UWB receiving antenna and the antenna layout when the time difference is greater than a preset time threshold. The second decision module is used to calculate the position of the target person relative to the auxiliary transport vehicle by using a coordinate positioning algorithm based on the timestamps of the signals received by each UWB receiving antenna and the coordinate position of the UWB receiving antenna relative to the center of the auxiliary transport vehicle when the time difference is less than or equal to a preset time threshold.

Images