Mine electric locomotive unmanned intelligent driving system based on 5G technology

Abstract

The invention discloses a mine electric locomotive unmanned intelligent driving system based on the 5G technology, which comprises a data acquisition and processing center, an electric locomotive data processing center, a signal centralized closing data processing center and a centralized control information center, and all the centers realize data interaction through a network switch. The system aims to form an intelligent transportation system control platform with mechanization, automation, informatization and intellectualization of a mine electric locomotive rail transportation system through electric locomotive transformation, video monitoring system construction, remote operation system construction and the like on the basis of informatization of a rail transportation signal collection and closure system. During operation, the electric locomotive realizes the functions of interval speed adjustment, automatic lifting of a pantograph, automatic position calibration and the like according to real-time positioning, and the upper control system monitors and records the operation state and operation parameters of the electric locomotive in real time and monitors the whole process, so that the problem of intelligence and automation of a mine electric locomotive driving system is solved; omnibearing monitoring and intelligent control of the mine electric locomotive driving system are achieved.

Description

Technical Field

[0001] This invention relates to the field of transportation technology, and more specifically to an unmanned intelligent driving system for mining locomotives based on 5G technology. Background Technology

[0002] With economic development and the increasing industrial production, the construction of smart and green mines is imperative, and the mine locomotive transportation system is an indispensable part of mine construction.

[0003] Traditional mining locomotive transportation systems mostly rely on manual driving and on-site control of loading and switching machines. This approach suffers from problems such as long adjustment times and significant human factors, resulting in unsatisfactory transportation efficiency, difficulty in guaranteeing transportation output, high labor intensity, and low production efficiency. It cannot meet the demands of large-scale, high-efficiency production. Therefore, a more advanced automatic control system is needed to improve the utilization rate, capacity, and safety of railway lines, and to realize a new production operation mode of automatic operation and automatic loading of underground locomotives. Summary of the Invention

[0004] This invention provides an unmanned intelligent driving system for mining locomotives based on 5G technology. The purpose is to combine communication systems, automation systems, network systems, mechanical systems, electrical systems, remote control systems, and signal systems to control the operation of vehicles using optimal driving routes and cost-benefit calculation methods. This aims to improve the utilization rate, capacity, and safety of railway lines and realize a new production operation mode of automatic operation and automatic ore loading in underground locomotive transportation sites.

[0005] To achieve its purpose, the present invention adopts the following technical solution: A 5G-based unmanned intelligent driving system for mining locomotives is characterized by comprising a data acquisition and processing center, a locomotive data processing center, an information collection and processing center, and a centralized control information center, with each center interacting with data via a network switch. The data acquisition and processing center is built with a high-performance programmable logic controller and is the core module for data acquisition, processing and distribution. It is configured with analog quantity acquisition unit, digital quantity acquisition unit, communication acquisition unit and operator console data unit. Each unit realizes data interaction through the central processing unit. The locomotive data processing center includes a locomotive inverter data reading and writing unit, an encoder data processing unit, and a positioning tag data processing unit. Each unit works collaboratively through an internal link. The signal collection closed data processing center includes a switch machine data reading and writing unit and a signal light control unit, and each unit works in coordination through internal links; The centralized control information center includes a data storage server and a human-computer interaction unit, which achieve collaborative data storage and human-computer interaction through an internal link. The centralized control information center undertakes the core functions of data storage and human-computer interaction, and ultimately realizes a closed loop of data collection, processing, storage and interaction within the system.

[0006] Furthermore, the locomotive is equipped with an automated control system, a WIFI wireless client, a network camera, and a speed encoder.

[0007] Furthermore, positioning tags are installed at key points in the locomotive transport lane, and a tag detection device is installed on the locomotive head. When the locomotive passes the positioning tag location, the system automatically corrects the locomotive's position to ensure accurate positioning of the locomotive.

[0008] Furthermore, the communication modes of the network switch include wired communication, wireless communication, and wired-wireless converged mode.

[0009] Compared with the prior art, the beneficial effects of the present invention are as follows: This invention provides an unmanned intelligent driving system for mining electric locomotives. Based on the informatization of the rail transport "information-based collection and control" system, it aims to create a mechanized, automated, information-based, and intelligent intelligent transportation system control platform for the mining electric locomotive rail transport system through locomotive modification, video monitoring system construction, and remote operating system development. This unmanned intelligent driving system connects to and controls the information-based collection and control system, achieving fully automatic operation and automatic ore loading of the locomotives through a central server combined with production plan parameters. The control center, based on the planned route of the information-based collection and control system, achieves fully automatic operation control of the locomotives from unloading point to loading point and from loading point to unloading point. Throughout the operation, the locomotives will adjust speed according to real-time positioning, automatically raise and lower the pantograph, and automatically calibrate their position. The upper-level control system monitors and records the locomotive's operating status and parameters in real time, and integrates the video monitoring system for full-process monitoring, comprehensively improving production safety and efficiency. This system replaces the existing method of driving mine electric locomotives, enabling comprehensive, all-weather control and monitoring of the locomotives. It collects static and dynamic data from different locations on the locomotives in real time, and combines this data with analysis and judgment of production data to generate intelligent fault alarms. This allows users to perform rapid and accurate maintenance and repair, and to scientifically and rationally formulate maintenance and repair plans. The successful implementation of this system moves the work positions of miners and locomotive drivers from the field to the control room, enabling remote control of production, improving inherent safety levels, improving the working environment, minimizing on-site personnel, and solving the problem of intelligent and automated mine electric locomotive driving systems. It achieves comprehensive monitoring and intelligent control of the mine electric locomotive driving system. Attached Figure Description

[0010] Figure 1 This is a schematic diagram of the intelligent driving system structure of the present invention; Figure 2 This is a flowchart of the signal analysis algorithm program for the intelligent driving system of the present invention. Detailed Implementation

[0011] The present invention will be further described below with reference to the accompanying drawings and specific embodiments: like Figure 1-2 As shown, the present invention is an unmanned intelligent driving system for mining locomotives based on 5G technology, including a data acquisition and processing center, a locomotive data processing center, an information collection and closed-loop data processing center, and a centralized control information center. Each center realizes data interaction through a network switch. The data acquisition and processing center is built with a high-performance programmable logic controller and is the core module for data acquisition, processing and distribution. It is configured with analog quantity acquisition unit, digital quantity acquisition unit, communication acquisition unit and operator console data unit. Each unit realizes data interaction through the central processing unit. The locomotive data processing center includes a locomotive inverter data reading and writing unit, an encoder data processing unit, and a positioning tag data processing unit. Each unit works collaboratively through an internal link. The signal collection closed data processing center includes a switch machine data reading and writing unit and a signal light control unit, and each unit works in coordination through internal links; The centralized control information center includes a data storage server and a human-computer interaction unit, which achieve collaborative data storage and human-computer interaction through an internal link. The centralized control information center undertakes the core functions of data storage and human-computer interaction, and ultimately realizes a closed loop of data collection, processing, storage and interaction within the system.

[0012] The network switch's communication modes include wired communication, wireless communication, and wired-wireless converged mode.

[0013] The functions and specific configurations of each center are as follows: 1. Data Acquisition and Processing Center (1) Central Controller: S7-1513-1PN. CPU with display screen; working memory can store 300KB of code and 1.5MB of data; bit instruction execution time 40ns; 4-level protection mechanism. Process functions: motion control, closed-loop control, counting and measurement; tracking function; operating system option; isochronous synchronization mode (centralized); applicable to all PROFINET interfaces, transmission protocol TCP / IP, open user secure communication, S7 communication, S7 routing. IP forwarding, Web server, DNS client, OPC UA: server DA, client DA; supporting specifications: PROFINET IO controller, supports RT / IRT, performance upgrade PROFINET V2.3, dual-port, intelligent device, supports MRP, MRPD, isochronous synchronization mode; firmware version V2.9.

[0014] The central controller and the control panel controller communicate via S7. The operator controls the locomotive's forward, reverse, speed and other functions by controlling the control panel handle (manual mode). The backbone network is integrated with the 5G communication network in the transport tunnels; the unmanned rail transport system is based on the publicly available and mature RSTP interface, enabling integration with upper-level automation systems. Through computer-automated train scheduling and the interlocked operation (automatic mode) of the "track control" system, production organization efficiency is improved and locomotive accidents are avoided.

[0015] The automated system monitors, judges, and analyzes the operating status of the locomotive in real time, and provides alarms and automatic protection for any warnings or faults that occur, ensuring the safe and efficient operation of the locomotive.

[0016] The system is open, reserving interfaces for MES, ERP, and other information systems. In the future, it will be able to transmit data to the company's information systems in real time, achieving data localization and facilitating real-time and accurate monitoring of on-site production data. Simultaneously, the system's backend automatically calculates locomotive hourly throughput, operating rate, and output, providing data support for the maintenance and repair of production equipment.

[0017] (2) The network system consists of a three-layer network structure, namely the transmission subsystem (single-mode fiber optic access network), the wireless subsystem (tunnel wireless WIFI access network), and the vehicle-mounted subsystem (WIFI wireless client). The locomotive accesses the WIFI wireless base station through the wireless client, the wireless base station accesses the underground core switch through the gigabit fiber optic network, the underground core switch accesses the control center core switch through the gigabit fiber optic network, and the status of the wired network switch is directly read by the control system and the monitoring status is displayed in real time in the central control center.

[0018] The control center computer displays the received information on the screen. Combined with the underground electronic map, it can display the number and distribution of vehicles and equipment in a certain area in real time; it can query the real-time location of vehicles underground; and it can display location information in real time.

[0019] The automatic protection system for electric locomotives establishes a comprehensive set of functions for self-diagnosis, self-alarm, and self-protection, providing necessary guarantees for the safe and efficient operation of electric locomotives. It eliminates unfavorable factors and safety hazards associated with electric locomotive operation, such as the unique environment of underground transport roadways, the simultaneous operation of multiple trains, and limited visibility in curved areas.

[0020] The main functions of the automatic locomotive protection system are: to detect the locomotive's operating speed based on the speed curve; and to detect whether the locomotive is operating within the operating permissions given by the locomotive control system. Operating permissions are extremely critical commands that instruct the locomotive to go to a designated location, including track information, route description, route gradient, permissible speed, and transponder position.

[0021] The electric locomotive control system is used to monitor and control the operation of all electric locomotives. To ensure continuous, safe, reliable, and stable operation of the vehicles, online fault diagnosis functions for the electric locomotives are implemented through software and hardware design, including diagnosis of the electric locomotive itself and diagnosis of electric locomotive operation. The main functions implemented include: various protective measures to be taken in cases such as communication interruption, insufficient pressure, abnormal power supply, and pantograph detachment.

[0022] 2. Electric Locomotive Data Processing Center To achieve remote control and unmanned operation of electric locomotives, an automated control system (SLJC), a Wi-Fi wireless client, network cameras, and necessary auxiliary equipment need to be installed on the locomotive itself to enable communication with the dispatch center. Modifications to the locomotive itself can prevent power outages caused by slip-wire power failures or pantograph lowering, which could affect the stable operation of the automated system. Installing speed encoders on the locomotive to determine its speed and distance, combined with positioning tags installed on the track, enables precise positioning of the locomotive.

[0023] The locomotive control system server can communicate continuously with the PLC server, the upper station, the on-board system, and the equipment controller system.

[0024] (1) On-board controller: CPU 1510SP-1 PN; working memory can store 200KB of code and 1MB of data, bit instruction execution time 25ns; 3-port PROFINET interface RT / IRT, firmware version V3.0.

[0025] Encoder Module: TM Posinput 1, position input module, 1 channel; counting function up to 1MHz, connects to SSI absolute encoders and 5V (RS422 / TTL) incremental encoders, 2 digital inputs and 2 digital outputs; frequency, speed and period measurement; capture and comparison functions; 5V and 24V encoder power supply, supports isochronous synchronization mode.

[0026] CM PTP module: A communication module with RS-232 / 422 / 485 interface, 250kbps.

[0027] (2) Onboard subsystem architecture design: The locomotive CPE terminal module and video CPE terminal module are installed in the locomotive to connect the vehicle control system and video monitoring system through the 5G network, so as to realize the network communication between the locomotive control system, network camera and control center.

[0028] The locomotive automatic control system is used to remotely control the automatic operation of locomotives and monitor their operating status and data in real time. An onboard control system is installed on the locomotive, communicating with the central dispatching room's control console via wireless and wired networks. It receives various commands from the central dispatching room's control console and transmits the locomotive's operating information back to it. A network camera is installed at the locomotive's front, communicating with the ground via a 5G network to achieve remote road condition video monitoring.

[0029] (3) The electric locomotive precision positioning system can provide a data foundation for achieving the overall construction goal of digitizing vehicle location information, visualizing the operation process, and integrating dispatch and command.

[0030] The speed of the locomotive is monitored in real time by using a speed encoder installed on the locomotive itself; positioning tags are installed at key points in the transport tunnel to correct the encoder position signal in real time, thereby achieving precise positioning of the locomotive.

[0031] A: Speed ​​encoder The speed encoder is connected to the locomotive axle. When the axle rotates, the speed encoder outputs pulses. The controller calculates the locomotive's actual speed and position based on the number of pulse signals received per unit time and the actual distance. It can also display the locomotive's forward and reverse states.

[0032] The speed and location information of electric locomotives can provide basic data for the information collection and closing system, and at the same time provide data support for remote ore discharge by electric locomotives, ensuring the safety of ore discharge.

[0033] B: Install positioning tags During operation and ore loading, the locomotive's continuous forward and backward movement introduces measurement errors into the encoder, causing slight positioning deviations. To eliminate these deviations, positioning tags need to be installed at key points in the locomotive's transport roadway. Simultaneously, a tag detection device is installed on the locomotive's head; when the locomotive passes a tag location, the system automatically corrects the locomotive's position to ensure accurate positioning.

[0034] (4) Calculation of locomotive section speed setting, position distance, and running speed: A. Regarding the speed setting during locomotive operation, the handle output is -5V to -10V when the locomotive is moving forward, corresponding to a speed setting of 0 to 27648. At this time, the data received by the locomotive's frequency converter is 0 to 1024, which can be calculated using the following formula: In the above formula, IN is the input value. , K1 and K2 are the upper and lower limits of the range of input values, respectively, and are constants. Signal State 1: Assume that the value of parameter IN is bipolar and its range is -27648 to 27648. At this time, the value of K1 is -27648 and the value of K2 is 27648. Signal state 0: Assuming that the value of parameter IN is unipolar and its range is 0 to 27648, the value of K1 is 0 and the value of K2 is 27648. The value of OUT (0~1024) calculated according to the above formula is the speed value given to the locomotive frequency converter; When the locomotive is reversing, the handle output is 0 to -5V, and the calculation process is the same as above.

[0035] To prevent the locomotive's speed from increasing or decreasing instantaneously during acceleration and deceleration, a slope calculation is incorporated to eliminate the impact of instantaneous acceleration and deceleration on the locomotive. The specific calculation formula is as follows: In the above formula, K is the slope. If the slope is set to 1, the time for ascending or descending the slope will last for 10 seconds. B. The position of the locomotive during operation is calculated by collecting pulses from the drive shaft using an encoder. The specific calculation formula is as follows: In the above formula, L is the travel distance, d is the wheel diameter, n is the cumulative number of pulses, and k is a constant, that is, the number of pulses for one revolution of the wheel; Formula for calculating the running speed of an electric locomotive: In the above formula, L represents the current travel distance. The distance from the previous step is S, which is a constant, i.e., the transmission ratio. 3. Information Collection Closed Data Processing Center This unmanned locomotive system needs to implement three control modes (local manual, remote automatic / manual, and interlocking control during locomotive operation). Remote automatic control can automatically control the electric switches of the underground transport track in real time via commands from the ore dispatching system for normal production use. Remote manual control involves manual dispatching; after a dispatch command is issued, the system manually controls the switch machine for temporary adjustments to the work plan. On-site manual control and the entire system operate entirely manually; operators need to control the switch machine on-site for special situations such as inspection, maintenance, and debugging.

[0036] The on-site installation of the signal-controlled gate system PLC control substation includes the switch machine control electrical circuit and a remote control substation. The signal-controlled gate system adopts Siemens PLC control, and the system also reserves interfaces to meet the user's needs for system expansion and modification, adapting to the continuous changes in transportation routes. The system has strong error correction and fault tolerance capabilities.

[0037] 4. Centralized Control Information Center The centralized control information center is the core of the entire unmanned locomotive system, responsible for the overall coordination and functional objectives of the transportation system. The system can automatically perform functions such as track application and occupancy, positioning calculation, automatic operation, remote switching, and safety protection, and continuously send control commands to all locomotives and the ore loading system. It coordinates the collection and analysis of all key production data in the system, combining information such as track occupancy, switch machine status, signal light status, locomotive position, loaded / unloaded status, material capacity at loading points, and loading point weights to automatically allocate locomotive operation targets, ensuring the safe operation of each locomotive formation.

[0038] During production, in addition to achieving intelligent and automatic optimized scheduling, the system also allows dispatchers to manually and temporarily assign locomotives to designated loading points based on actual on-site requirements; and to manually adjust parameters such as locomotive priority and loading point weight. The system will combine the parameter settings of the dispatchers to achieve intelligent and optimized vehicle scheduling. Dispatchers can also change the scheduling targets of assigned locomotives to adapt to changes in on-site production conditions.

[0039] The human-machine interface facilitates on-site monitoring and operation by personnel. The remote monitoring and management system enables managers and technicians to remotely manage and control the locomotive operation anytime and anywhere, thereby achieving efficient, precise, and intelligent automatic control of mine locomotive transportation operations and improving the production efficiency and economic benefits of mine locomotive transportation.

[0040] Working Process: After the locomotive is energized, the static parameters of the locomotive and other corresponding components at the substations are read. The information center analyzes the relevant data to determine if the locomotive's static parameters are within the normal range and whether operation is permitted. After operation, the controller inside the locomotive interacts with the central controller in real time, reading the locomotive's dynamic parameters. The information center compares and analyzes the dynamic parameter range values ​​to determine if the locomotive's real-time operating data is within the normal range. This completes the basic all-around status monitoring function of the locomotive. Based on all collected operating data, algorithms calculate the locomotive's real-time position and speed, displaying this information on the human-machine interface. Throughout the operation, the information center assesses the locomotive's operating status and parameters, generating warnings and data records for intelligent fault diagnosis. Through real-time monitoring and analysis of data and status information from the locomotive and various substations, the generated analysis data is transmitted to a storage server for storage, generating periodic reports for customers to use for maintenance and repair.

[0041] The unmanned intelligent driving system for mining locomotives mentioned in this patent adopts an overall architecture of local data acquisition and processing center + central data processing center, and is equipped with a complete local information center, which has functions for storing local data, displaying locomotive operating status and data, and recording and printing historical data and trends.

[0042] In response to the characteristics of dim lighting, high dust levels, and complex terrain in underground mines, suitable RFID sensors, lidar, network cameras, encoder sensors, etc., were selected, and multi-sensor data fusion algorithms were studied to enable electric locomotives to accurately perceive information such as the roadway travel path, obstacle distribution, and track conditions from all directions.

[0043] A 5G network for underground mining is constructed by integrating 5G BBU+RRU+leaky cable wireless communication with gigabit fiber optic network, and a vehicle-mounted CPE 5G wireless terminal module is configured to enable remote information interaction between locomotives and the central control center.

[0044] By combining radio frequency technology to deploy positioning tags at key locations on the locomotive track, the locomotive's location information is obtained through onboard card readers, and the real-time calculation data of the locomotive encoder is calibrated, thereby achieving precise positioning of the locomotive.

[0045] By performing in-depth analysis of the data collected by the sensors, key environmental features such as traffic lights, warning signs, and intersections can be automatically extracted, providing a basis for the precise navigation and safe operation of locomotives.

[0046] By combining mine production and transportation planning with real-time road conditions, algorithms are developed to enable electric locomotives to quickly plan the optimal, safe, and energy-efficient travel routes in complex tunnel networks, dynamically avoiding congested and faulty sections.

[0047] This study investigates the collaborative operation mode of multiple unmanned electric locomotives in roadways and loading / unloading areas, and designs efficient strategies for task allocation, passing avoidance, and loading / unloading sequence arrangement to improve the overall transportation efficiency of the mine and avoid collisions and congestion.

[0048] The ground monitoring platform displays real-time information such as locomotive location, speed, battery level, and equipment status. It supports remote one-click control and emergency braking commands, enabling visualized management and control throughout the entire process. Advanced algorithms are used to implement an intelligent scheduling system to guide the mining locomotives in completing unmanned transportation tasks. This system can perform optimal route planning, speed decisions, and combine equipment status information to ensure efficient and safe transportation.

[0049] The unmanned intelligent driving system for mining locomotives adopts high-speed industrial Ethernet communication technology to realize network communication between the locomotive controller, each substation controller and the central controller. Each communication unit has data encryption and error correction functions to ensure the security and reliability of data transmission, with a communication rate of up to 100Mbps.

[0050] The system features an intuitive user interface, allowing operators to monitor locomotive speed, location, and equipment status in real time. It also includes alarm functions, real-time / historical data, and real-time / historical curve reporting capabilities, ensuring smooth operation and maintenance.

[0051] The above description is merely an embodiment of the unmanned intelligent driving system for mining locomotives based on 5G technology. It should be noted that this patent can not only be used in unmanned driving systems for mining locomotives based on 5G technology, but also be widely applied to other similar transportation operation systems. For those skilled in the art, other equivalent modifications and improvements can be made under the technical inspiration provided by this patent, and these should also be considered within the scope of protection of this patent.

Claims

1. A mine electric locomotive unmanned intelligent driving system based on 5G technology, characterized in that: The system comprises a data acquisition and processing center, an electric locomotive data processing center, a signal and turnout data processing center and a centralized control information center, and the centers realize data interaction through a network switch. The data acquisition and processing center is built by a high-performance programmable logic controller and is a core module for data acquisition, processing and distribution. The electric locomotive data processing center comprises a locomotive frequency converter data read-write unit, an encoder data processing unit and a positioning tag data processing unit, and the units work cooperatively through internal links. The signal and turnout data processing center comprises a turnout data read-write unit and a signal lamp control unit, and the units work cooperatively through internal links. The centralized control information center comprises a data storage server and a human-computer interaction unit, and the two units realize data storage and human-computer interaction cooperatively through internal links.

2. The mine electric locomotive unmanned intelligent driving system based on 5G technology according to claim 1, characterized in that: The electric locomotive is provided with an automatic control system, a WIFI wireless client, a network camera and a speed encoder.

3. The mine electric locomotive unmanned intelligent driving system based on 5G technology according to claim 2, characterized in that: Key points of the electric locomotive transportation tunnel are provided with positioning tags, and a tag detection device is installed on the locomotive head.

4. The mine electric locomotive unmanned intelligent driving system based on 5G technology according to claim 3, characterized in that: The communication mode of the network switch comprises wired communication, wireless communication and wired-wireless fusion mode.

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