Vehicle control method, apparatus, and device

Abstract

The application provides a vehicle control method, device and equipment, the method comprising: controlling the driving speed of the vehicle according to a beacon signal during the process of the vehicle driving to a parking point; controlling the driving speed of the vehicle according to the real-time distance between the vehicle and the parking point in the case of detecting a Gray bus signal; and controlling the vehicle to stop in the case that the distance between the vehicle and the parking point is within a preset range. The method of the application embodiment completely solves the pain point of the large error of traditional manual parking, effectively meets the stringent requirements of the safety alignment of the ladle, greatly reduces the risk of molten iron leakage and equipment collision, and effectively improves the efficiency and accuracy of the parking of the ladle vehicle in the steel plant.

Description

Technical Field

[0001] This invention relates to the field of rail transit vehicle control technology, and in particular to a vehicle control method, device, and equipment. Background Technology

[0002] In related technologies, steel mills use ladle cars to complete the receiving and unloading of molten iron. Currently, the parking control scheme for molten iron ladles in steel mills relies entirely on manual operation. Drivers determine the parking position by visually observing parking reference objects beside the track, such as painted markings and poles. Due to factors such as dust covering the steel mill, strong glare from molten iron radiation, and driver visual fatigue, the parking error of the molten iron ladle car is relatively large. Summary of the Invention

[0003] This invention provides a vehicle control method, device, and equipment. It controls vehicle deceleration via beacon signals, effectively avoiding speed control deviations caused by factors such as dust, strong light, and visual fatigue. Precise vehicle speed control is achieved through Gray busbars on both sides of the parking point, improving the real-time distance detection accuracy between the vehicle and the parking point to the centimeter level. This completely solves the problem of large errors in traditional manual parking, effectively meeting the stringent requirements for safe alignment of molten iron ladles, significantly reducing the risk of molten iron spillage and equipment collisions, and effectively improving the efficiency and accuracy of molten iron ladle car parking in steel plants.

[0004] This invention provides a vehicle control method, comprising the following steps: As the vehicle approaches the parking spot, its speed is controlled based on beacon signals. These beacon signals indicate the current distance between the vehicle and the parking spot, as well as the target speed the vehicle needs to achieve at that distance. The beacon signals are transmitted from beacons positioned in the vehicle's direction of travel. Upon detecting a Gray bus signal, the vehicle's speed is controlled based on the real-time distance between the vehicle and the parking point; the Gray bus is laid along the vehicle's direction of travel on both sides of the parking point with a length less than a first threshold; the real-time distance is determined based on the Gray bus signal and the location information of the parking point. If the distance between the vehicle and the parking point is within a preset range, control the vehicle to stop.

[0005] According to a vehicle control method provided by the present invention, the beacon disposed in the vehicle's travel direction includes: The first beacon; the distance between the first beacon and the parking point is the first distance, and the corresponding target driving speed is the first speed; The second beacon; the distance between the second beacon and the parking point is the second distance, and the corresponding target driving speed is the second speed; the first distance is greater than the second distance; the first speed is greater than the second speed.

[0006] According to a vehicle control method provided by the present invention, the step of controlling the vehicle's speed based on the real-time distance between the vehicle and the parking point includes: If the real-time distance between the vehicle and the parking point is greater than a fourth distance but less than a third distance, the vehicle is controlled to continue traveling at a third speed; the third distance is less than the second distance; the third speed is less than the second speed. If the real-time distance between the vehicle and the parking point is less than or equal to the fourth distance, the vehicle is controlled to continue traveling at the fourth speed, which is less than the third speed.

[0007] According to a vehicle control method provided by the present invention, the method further includes: If the vehicle passes the parking point and the distance between the vehicle and the parking point is greater than the fifth distance, the vehicle will be braked urgently and an alarm message will be sent.

[0008] According to a vehicle control method provided by the present invention, the structure of the Gray busbar includes an inner layer of nickel-plated copper conductor, a middle layer of silicone rubber insulation layer, and an outer layer of armored stainless steel corrugated pipe.

[0009] According to a vehicle control method provided by the present invention, the nickel-plated copper conductor has a temperature resistance of ≥200℃, the silicone rubber insulation layer has an applicable temperature range of -50℃ to 180℃, and the armored stainless steel corrugated pipe is used to protect against molten iron splashes.

[0010] The present invention also provides a vehicle control device, comprising the following modules: The first control module is used to control the vehicle's speed according to beacon signals as the vehicle moves toward the parking point; the beacon signals are used to indicate the current distance between the vehicle and the parking point and the target speed that the vehicle needs to reach at the current distance; the beacon signals are sent by beacons set in the vehicle's direction of travel. The second control module is used to control the vehicle's speed based on the real-time distance between the vehicle and the parking point when a Gray bus signal is detected; the Gray bus is laid on both sides of the parking point along the vehicle's direction of travel and the length of the laid line is less than a first threshold; the real-time distance is determined based on the Gray bus signal and the location information of the parking point. The third control module is used to control the vehicle to stop when the distance between the vehicle and the parking point is within a preset range.

[0011] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle control method as described above.

[0012] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the vehicle control method as described above.

[0013] The present invention also provides a computer program product, including a computer program that, when executed by a processor, implements the vehicle control method as described above.

[0014] The vehicle control method, device, and equipment provided by this invention control the vehicle to decelerate via beacon signals, effectively avoiding speed control deviations caused by factors such as dust, strong light, and visual fatigue; precise vehicle speed control is achieved through Gray busbars on both sides of the parking point, improving the real-time distance detection accuracy between the vehicle and the parking point to the centimeter level, completely solving the pain point of large errors in traditional manual parking, effectively meeting the stringent requirements for safe positioning of molten iron ladles, significantly reducing the risk of molten iron spillage and equipment collisions, and effectively improving the efficiency and accuracy of parking molten iron ladle cars in steel plants. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0016] Figure 1 This is one of the flowcharts of the vehicle control method provided by the present invention.

[0017] Figure 2 This is the second flowchart of the vehicle control method provided by the present invention.

[0018] Figure 3 This is the third flowchart of the vehicle control method provided by the present invention.

[0019] Figure 4 This is a schematic diagram of the vehicle control device provided by the present invention.

[0020] Figure 5 This is a schematic diagram of the structure of the electronic device provided by the present invention. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this 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 this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0022] The following is combined Figures 1-5 The present invention describes a vehicle control method, apparatus, and device.

[0023] To facilitate a clearer understanding of the technical solutions of the various embodiments of this application, some technical content related to the various embodiments of this application will be introduced first.

[0024] The current shutdown control scheme for molten iron ladle cars in steel mills is mainly achieved through the following methods: Positioning and parking methods: It relies entirely on manual operation. Drivers determine the parking position by visually observing parking reference objects (such as painted marks and poles) next to the track, without dedicated positioning equipment; some older steel plants are supplemented by ground personnel who use hand gestures or walkie-talkies to tell the driver "forward / backward" to achieve rough positioning.

[0025] Speed ​​and braking control: The driver judges the driving speed through the speedometer on the instrument panel (accuracy ±0.5km / h) and relies entirely on manual operation of the brake pedal to control deceleration, without automatic braking logic; the braking intensity is judged by the driver's experience and the pedal force is manually adjusted according to the "empty / full" condition, without a dynamic braking force adaptation mechanism.

[0026] Fault handling: There is no equipment fault judgment mechanism. If the driver makes a mistake in observation or the ground reference is blurry (dust cover), the parking position needs to be manually adjusted repeatedly. There is no emergency braking trigger logic. In case of overshoot, it depends entirely on the driver's reaction and there are no automatic protection measures.

[0027] In related technologies, manual adaptation is required for both molten iron receiving and pouring at two parking points. However, due to the differences in reference points at different parking points, drivers need to be familiar with the characteristics of each point, resulting in a long learning curve for newcomers. There is no dedicated equipment for protective design, and the driver's operating environment is greatly affected by high temperatures and dust. There is no automated equipment to replace manual labor in harsh environments.

[0028] The existing steel mill molten iron ladle parking solution cannot meet the requirements of "high precision, automated adjustment, and adaptability to harsh working conditions". The specific defects are as follows: The positioning accuracy is extremely poor and the stability is insufficient: it relies entirely on the driver's visual observation of reference objects such as painted marks and poles next to the track to determine the position. Affected by factors such as dust covering the steel plant, strong light radiation from molten iron, and driver visual fatigue, the parking error is generally more than ±10cm, and exceeds ±20cm under extreme conditions. This is far from meeting the safe alignment requirement of ±3cm when receiving / pouring molten iron, and the risk of molten iron spillage and equipment collision is extremely high. Reference objects are easily damaged by molten iron splashes or obscured by dust, requiring regular manual cleaning and repainting. The hidden maintenance cost is high and cannot fundamentally solve the problem of ambiguous positioning reference.

[0029] The efficiency of stopping and adjusting is extremely low: there is no automated adjustment mechanism. When the initial stopping deviation exceeds ±5cm, the driver needs to manually adjust by repeatedly "forward-reverse" in coordination with the hand gestures of the ground personnel. A single adjustment takes as long as 15-20 minutes, which seriously slows down the pace of molten iron transfer and restricts the production efficiency of the steel plant. Manual adjustment depends on the tacit cooperation between the driver and the ground personnel. Communication errors can easily lead to "over-adjustment" or "under-adjustment", forming a vicious cycle.

[0030] Poor adaptability to manual operation conditions: Steel plant operating environment is high temperature (cabin temperature ≥40℃ in summer) and high dust (low visibility). Drivers work in harsh environments for a long time, which reduces their vision and operational accuracy. Parking errors increase with the length of operation, resulting in prominent occupational health risks. The reference points for the two parking points are different, and drivers need to memorize the characteristics of each point. The learning cycle for newcomers is as long as 1-2 months, and the level of operational proficiency directly affects parking accuracy, resulting in high personnel training costs.

[0031] Figure 1 This is one of the flowcharts of the vehicle control method provided by the present invention, which includes the following: Step 101: During the process of the vehicle driving towards the parking point, the vehicle's speed is controlled according to the beacon signal; the beacon signal is used to indicate the current distance between the vehicle and the parking point and the target driving speed that the vehicle needs to reach at the current distance; the beacon signal is sent by the beacon set in the direction of the vehicle's travel.

[0032] Specifically, to achieve precise control of molten iron ladles in steel plants, this application sets up beacons along the vehicle's route. When the vehicle approaches a stopping point, it receives beacon signals from these beacons and determines the current distance between the vehicle and the stopping point, as well as the required speed at that distance. In other words, by setting up beacons along the vehicle's route and receiving their signals, this application effectively replaces manual observation of reference points and manual speed control, avoiding speed control deviations caused by driver fatigue, dust obstruction, and other factors, thus improving the stability of the deceleration process.

[0033] Step 102: When the Gray bus signal is detected, control the vehicle's speed based on the real-time distance between the vehicle and the parking point; the Gray bus is laid on both sides of the parking point along the vehicle's direction of travel and the laying length is less than the first threshold; the real-time distance is determined based on the Gray bus signal and the location information of the parking point.

[0034] Specifically, in this embodiment, a Gray bus is laid within a ±3m range on both sides of the parking point. When the Gray bus signal is detected during vehicle movement, the real-time distance between the vehicle and the parking point is calculated based on the Gray bus signal and the preset parking point location information. The vehicle's speed is then dynamically adjusted according to this real-time distance, thereby achieving precise vehicle speed control. It should be noted that in this embodiment, the calculation of the real-time distance relies on the Gray bus's ±0.5mm encoding resolution, combined with the vehicle-mounted induction coil's 100Hz sampling frequency, ensuring high accuracy and real-time performance in distance detection. Optionally, the closer the real-time distance, the lower the vehicle's speed, avoiding overshoot due to excessive speed or inefficiency due to excessively slow speed, achieving a balance between accuracy and efficiency.

[0035] Step 103: When the distance between the vehicle and the parking point is within the preset range, control the vehicle to stop.

[0036] Specifically, when the distance between the vehicle and the parking point enters a preset range, such as ±3cm, the vehicle can be controlled to stop, achieving precise alignment, meeting the safety standards of steel plant operations, significantly improving the efficiency of molten iron transfer, and helping steel plants increase production capacity.

[0037] The method described above controls vehicle deceleration via beacon signals, effectively avoiding speed control deviations caused by factors such as dust, strong light, and visual fatigue. Precise vehicle speed control is achieved through Gray busbars on both sides of the parking point, improving the real-time distance detection accuracy between the vehicle and the parking point to the centimeter level. This completely solves the problem of large errors in traditional manual parking, effectively meeting the stringent requirements for safe positioning of molten iron ladles, significantly reducing the risk of molten iron spillage and equipment collisions, and effectively improving the efficiency and accuracy of parking molten iron ladle cars in steel plants.

[0038] In some embodiments, a beacon positioned in the direction of vehicle travel includes: The first beacon; the distance between the first beacon and the parking point is the first distance, and the corresponding target speed is the first speed; The second beacon; the distance between the second beacon and the parking point is the second distance, and the corresponding target speed is the second speed; the first distance is greater than the second distance; the first speed is greater than the second speed.

[0039] Specifically, this application sets a first beacon and a second beacon in the vehicle's direction of travel. Optionally, the first beacon is set at a first distance from the parking point, such as 3km. The beacon signal it sends carries information that the current distance is the first distance and the target speed corresponding to the first distance, i.e., the first speed, such as ≤10km / h. When the vehicle triggers the first beacon, the vehicle is controlled to adjust its speed to the first speed, completing the initial deceleration of the long-range approach phase.

[0040] Optionally, a second beacon is set at a second distance from the parking point, such as 1 km. The beacon signal carries information that the current distance is the second distance and the target driving speed corresponding to the second distance, i.e., the second speed, such as ≤3 km / h. When the vehicle triggers the second beacon, the speed is further reduced from the first speed to the second speed for a second deceleration.

[0041] In other words, in this embodiment of the application, the vehicle first passes a distant first beacon to complete the initial deceleration, and then passes a nearby second beacon to complete the second deceleration, forming a stepped airspeed from far to near and from fast to slow. The deceleration process is broken down into multiple executions. The first deceleration solves the efficiency problem of approaching at high speed over long distances, and the second deceleration solves the accuracy problem of precise speed control at close distances, accurately controlling braking inertia and avoiding the risk of overshoot.

[0042] The method described above achieves graded deceleration of the vehicle through the first and second beacons, gradually reducing the vehicle's speed so that the vehicle always travels at a low speed when approaching the parking point. This effectively reduces parking deviation caused by excessive speed, precisely controls braking inertia, and avoids the risk of overshoot.

[0043] In some embodiments, controlling the vehicle's speed based on the real-time distance between the vehicle and the parking spot includes: If the real-time distance between the vehicle and the parking spot is greater than the fourth distance but less than the third distance, control the vehicle to continue driving at the third speed; the third distance is less than the second distance; the third speed is less than the second speed. If the real-time distance between the vehicle and the parking spot is less than or equal to the fourth distance, control the vehicle to continue driving at the fourth speed; the fourth speed is less than the third speed.

[0044] Specifically, in this embodiment of the application, after graded deceleration is achieved through the first and second beacons, if a Gray bus signal is detected, the real-time distance between the vehicle and the parking point is calculated based on the Gray bus signal. When the distance is greater than the fourth distance, such as 0.3m, and less than the third distance, such as 3m, the vehicle speed is further reduced, and the vehicle is controlled to continue driving at the third speed, such as 0.8km / h, to ensure that the vehicle remains stable during the process of approaching the parking point and to avoid parking position judgment errors and overshoot caused by excessive speed.

[0045] Optionally, when the real-time distance between the vehicle and the parking point is further shortened to a fourth distance, such as 0.3m, the vehicle is controlled to travel at a fourth speed, such as ≤0.5km / h, thereby minimizing the vehicle's inertia and allowing the onboard system sufficient time to adjust the driving state based on the high-frequency sampling data of the Gray bus, ensuring the accuracy of subsequent stopping actions.

[0046] In other words, this application achieves precise matching of the first distance of 3km, the second distance of 1km, the third distance of 3m, the fourth distance of 0.3m, and the first speed ≤10km / h, the second speed ≤3km / h, the third speed ≤0.8km / h, and the fourth speed ≤0.5km / h. This ensures both the efficiency of long-distance transportation and the accuracy of close-range alignment, effectively meeting the operational needs of steel mill molten iron ladle cars for long-distance travel and high-precision stopping, and minimizing the uncertainty of manual operation.

[0047] The method described above uses multi-level beacons to achieve graded deceleration of the vehicle at first and second speeds corresponding to first and second distances, completing inertial control for remote approach. After detecting the Gray bus signal, it further reduces speed in a stepped manner at third and fourth distances corresponding to third and fourth speeds, achieving precise control for approaching the parking point at close range. This not only ensures operational efficiency for long-distance transport through higher speeds but also minimizes vehicle inertia through ultra-low speeds. Combined with the Gray bus's ±0.5mm encoding resolution and high-frequency sampling data, it provides ample adjustment space for subsequent parking actions, completely solving the pain points of low efficiency at long distances and poor accuracy at close distances in traditional manual speed control. At the same time, the entire process requires no manual intervention, effectively avoiding operational deviations caused by factors such as dust, high temperatures, and visual fatigue, controlling parking errors within a safe range of ±3cm, significantly reducing the risk of molten iron spillage and equipment collisions. It effectively adapts to the special operational needs of long-distance travel and high-precision parking of molten iron ladles in steel plants, balancing efficiency, accuracy, and safety.

[0048] In some embodiments, the method further includes: If the vehicle crosses the stop point and the distance between the vehicle and the stop point is greater than the fifth distance, the vehicle will be braked urgently and an alarm message will be sent.

[0049] Specifically, in this embodiment of the application, for risk scenarios where the vehicle crosses the stop point and exceeds the threshold, i.e., when the Gray bus signal detects that the vehicle has crossed the stop point and the distance between the vehicle and the stop point is greater than the fifth distance, such as 30cm, it is considered that there is a risk of collision or molten iron spillage. Emergency braking is then performed to ensure that the vehicle stops within the shortest distance, preventing the overshoot from escalating further, and an alarm message is sent. The message includes the vehicle overshoot status, current position deviation, and corresponding stop point, so that dispatchers can monitor the fault situation in real time and handle it, avoiding major safety accidents such as collisions between the molten iron ladle and the working device or molten iron spillage, and ensuring the safety of steel plant operations.

[0050] The method described above uses a Gray busbar with a high-precision positioning of ±0.5mm to monitor in real time whether the vehicle has crossed the stop point. In high-risk scenarios where the vehicle overshoots and the distance exceeds the fifth distance, emergency braking is triggered. This avoids the impact of minor deviations on the continuity of operations and can stop the vehicle in the shortest distance when the distance to the stop point is too large. This completely prevents major safety accidents such as molten iron spillage and equipment collisions caused by overshoot, thus ensuring the safety of steel plant operations.

[0051] In some embodiments, the Gray busbar structure includes an inner layer of nickel-plated copper conductor, a middle layer of silicone rubber insulation, and an outer layer of armored stainless steel corrugated pipe.

[0052] Specifically, in this embodiment, the three-layer composite structure of the Gray busbar (inner, middle, and outer layers) effectively adapts to the harsh working conditions of steel plants. The inner layer of the Gray busbar is made of nickel-plated copper and directly carries the electrical signals required for positioning. Optionally, the nickel plating process improves the corrosion resistance and high-temperature resistance of the copper conductor. The nickel-plated copper conductor has a temperature resistance of ≥200℃, ensuring stable signal transmission even in the metallurgical dust and radiant heat environment of steel plants, avoiding signal attenuation or interruption due to material oxidation or corrosion.

[0053] Optionally, the middle layer of the Gray busbar is a rubber insulation layer wrapped around the nickel-plated copper conductor. It has excellent high and low temperature resistance and insulation performance. The silicone rubber insulation layer has an applicable temperature range of -50℃ to 180℃, which can effectively isolate the inner conductor and the outer structure, prevent signal interference, avoid cracking and aging of the insulation layer due to sudden temperature changes, and ensure the stability of signal transmission.

[0054] Optionally, the outer layer of the Gray busbar is an armored stainless steel corrugated pipe, tightly wrapping the middle insulation layer. Optionally, stainless steel has high hardness and strong impact resistance, which can withstand the splashes of molten iron and the impact of heavy objects commonly encountered in steel mill operations; the corrugated pipe structure combines flexibility and sealing, which can adapt to slight deformation of the track, while preventing metallurgical dust and moisture from entering the inner layer, avoiding signal failures caused by dust accumulation inside the equipment.

[0055] The method described above utilizes a three-layer composite structure of inner, middle, and outer layers of the Gray busbar. The inner layer, a nickel-plated copper conductor, is heat-resistant and can withstand the radiant heat of molten iron. The middle layer, a silicone rubber insulation layer, is suitable for the extreme temperature differences between winter and summer in steel plants. The outer layer, a stainless steel corrugated pipe, prevents molten iron splashing and dust intrusion, enabling the Gray busbar to operate stably even in harsh environments. This effectively adapts it to special operating scenarios in steel plants.

[0056] For example, such as Figure 2 and Figure 3 As shown in the embodiments of this application, a vehicle control method is provided, which achieves high-precision parking of steel plant molten iron ladle cars through a closed-loop design of customized equipment deployment, hierarchical control, and stop accuracy adjustment, as detailed below: 1. System Composition and Equipment Characteristics Table 1 Equipment type Deployment location and parameters Core Features (Adaptable to Steel Mill Operating Conditions) Gray busbar The outdoor ground parking area for receiving and pouring molten iron is ±3m before and after the molten iron receiving point and the molten iron pouring point (two independently laid sections), and is fixed to the inside of the track by high-temperature resistant ceramic brackets, 150mm from the rail surface. Structure: Inner layer nickel-plated copper conductor (temperature resistance ≥200℃) + middle layer silicone rubber insulation layer (-50℃~180℃) + outer layer armored stainless steel corrugated pipe (protects against molten iron splashes); coding resolution ±0.5mm Vehicle-mounted induction coil The vertical distance between the bottom center axle position (near the bogie) of the molten iron ladle and the Gray busbar is 80-150mm. Protection: Cast iron housing (temperature resistance ≥300℃) + IP68 fluororubber sealing ring (dust / moisture protection); Sampling frequency 100Hz (data refresh interval ≤0.01s) School Beacon Three sets of beacons are placed next to the track at each of the two parking points: a 3km / h beacon (3km from the parking point), a 1km / h beacon (1km from the parking point), and a parking point beacon (0m from the target). Type: Active infrared beacon (temperature resistant up to 80℃), trigger signal resistant to dust interference; Function: Triggers graded deceleration and position calibration. Shaft-end photoelectric speed transmission Iron ladle car driven wheel axle end Speed ​​measurement accuracy ±0.05km / h, IP65 (dustproof) housing, suitable for temperature ranges from -20℃ to 80℃. Indoor unit Steel plant control room (away from high-temperature areas) Communicates with the vehicle-mounted ATP (VCS platform) via a shielded 485 bus with a transmission rate of 19200bps and a latency of ≤5ms; incorporates a temperature compensation algorithm (to correct for Gray bus signal attenuation). Vehicle-mounted ATP (VCS platform) The interior of the cab of the molten iron ladle (with a heat-insulating shell). It integrates a main control unit (data fusion), a vehicle control unit (brake control, accuracy 0.05 bar), an I / O unit (interlock signals), and an operation management unit (parameter storage / recording). It should be noted that in this embodiment, the Gray busbar is only laid within ±3m before and after the molten iron connection and discharge double stop points, rather than covering the entire track. This significantly shortens the length of time the equipment is exposed to the high temperature and dust environment of the steel plant, extending the equipment maintenance cycle to 6 months. At the same time, it reduces redundant data transmission and improves the positioning response speed by 50%. In addition, the Gray busbar adopts a temperature-resistant and corrosion-resistant structure of "nickel-plated copper conductor + stainless steel armor", and the induction coil adopts a cast iron shell + IP68 seal, which is suitable for temperature ranges of -20℃ to 200℃ and metallurgical dust environments, solving the problems of "easy damage at high temperatures and easy failure in dust" of traditional equipment.

[0057] 2. Before parking, prepare by setting and calibrating parameters.

[0058] Preset parameters: The vehicle-mounted ATP (VCS platform) pre-stores the absolute coordinates of the two parking points, parking accuracy adjustment parameters (forward jump trigger distance [3,0.3)m, backward jump minimum trigger distance 5cm, backward jump emergency braking threshold 30cm), and speed thresholds (passing 3km / h beacons ≤3km / h, passing 1km / h beacons ≤1km / h). All parameters can be remotely configured via the indoor host. System calibration: The indoor unit performs initial calibration of the Gray bus and induction coil—by triggering the vehicle receiver through the parking point beacon, the beacon position is compared with the Gray bus position. If the deviation is > ±1cm, the Gray bus position reference is automatically corrected to ensure that the positioning data has no installation deviation.

[0059] 3. Grading convergence Long-distance approach phase (distance from parking point > 3km): In automatic operation FAM mode, the molten iron car is guided to the target parking point by beacons. The single 3-channel axle-end photoelectric speed transmission measures the speed in real time. The on-board ATP controls the vehicle speed to ≤10km / h to avoid excessive braking inertia caused by high-speed driving. First deceleration phase (3km from the stopping point): The molten iron ladle triggers the 3km / h beacon. After the onboard ATP receives the beacon signal, the vehicle control unit applies the brakes to reduce the speed to ≤3km / h and maintains this speed to approach the stopping point. Secondary deceleration phase (1km from the stopping point): The molten iron ladle triggers a 1km / h beacon, and the onboard ATP further reduces the vehicle speed to ≤1km / h. Simultaneously, the onboard induction coil is activated to begin searching for the Gray bus signal. In other words, through 3km / h and 1km / h beacons triggering graded deceleration, the vehicle speed is gradually reduced to ≤1km / h before entering the precise alignment phase. This avoids inertial overshoot caused by high-speed braking and provides the speed basis for ±3cm accuracy.

[0060] 4. Stopping and adjusting 4.1 If the parking spot is not passed, jump forward to adjust. If, after the initial stop, the Gray bus feedback indicates "not having passed the stopping point," and the distance to the stopping point is ∈ [3, 0.3)m (no manual fault handling): the onboard ATP controls the molten iron ladle car to continue running at a speed of ≤0.8km / h until it is <0.3m from the stopping point, at which point it brakes again; If the distance from the parking point is ∈ [0.3,0)m (no manual fault handling): the onboard ATP controls the molten iron ladle car to move forward slowly at a "forward jump" speed of ≤0.5km / h, with a single jump displacement of ≤5cm (to avoid overshoot). After each jump, the position is checked through the Gray busbar until the deviation is ≤±3cm.

[0061] 4.2 After passing the parking point, jump backward to adjust. If, after the initial stop, the Gray bus feedback indicates "overtaking the stop point" and the distance from the stop point is ∈(5cm,30cm] (no manual fault handling): the onboard ATP controls the molten iron ladle car to slowly move backward at a "reverse jump" speed of ≤0.3km / h, with a single jump displacement of ≤3cm, and the position is checked in real time through the Gray bus until the deviation is ≤±3cm; If the distance to the stopping point is >30cm: the onboard ATP immediately applies an unrecoverable emergency brake to prevent overshoot from escalating, and sends an "overshoot threshold" alarm message (including current position deviation) to the central ladle car dispatching system via the 485 bus, awaiting manual intervention. In other words, this application adapts to the inertia differences between empty and full ladle cars by setting forward / backward jump distance thresholds (e.g., forward [3, 0.3)m, backward 5cm / 30cm); jump speed ≤0.5km / h, single displacement ≤5cm, avoiding adjustment overshoot, achieving fully automatic deviation correction, replacing manual operation, and shortening the single stopping time by 4-6 minutes.

[0062] The method described in the above embodiments, through ±0.5mm resolution positioning of the Gray busbar and bidirectional jump-stop adjustment, reduces the stopping error of manual operation from ±10cm to ≤±3cm, fully meeting the steel plant's molten iron ladle alignment safety requirements and reducing the risk of molten iron spillage by more than 95%. Furthermore, the automated stopping adjustment of this application replaces repeated manual reversing adjustments, shortening the single stopping time from 15-20 minutes to 2-3 minutes, increasing the average number of molten iron transfer operations by 25-30 times per day, and improving steel plant production efficiency by 30%. In addition, the "limited-range" laying cost of the Gray busbar of this application is far lower than that of full-track automation upgrades, and the time cost and molten iron spillage loss from replacing repeated manual adjustments can be recovered within 6 months of deployment. The automated equipment of this application replaces manual observation and can still work stably in high-temperature, dusty, and low-visibility environments, with a core equipment failure rate of ≤2% / month, avoiding the accuracy fluctuations caused by environmental factors in manual operation.

[0063] The vehicle control device provided by the present invention will be described below. The vehicle control device described below can be referred to in correspondence with the vehicle control method described above. The vehicle control device of the embodiments of this application is as follows: Figure 4 As shown, it includes: The first control module 410 is used to control the vehicle's speed according to beacon signals during the process of the vehicle driving towards the parking point; the beacon signals are used to indicate the current distance between the vehicle and the parking point and the target speed that the vehicle needs to reach at the current distance; the beacon signals are sent by beacons set in the direction of vehicle travel. The second control module 420 is used to control the vehicle's speed based on the real-time distance between the vehicle and the parking point when a Gray bus signal is detected; the Gray bus is laid on both sides of the parking point along the vehicle's direction of travel and the laying length is less than a first threshold; the real-time distance is determined based on the Gray bus signal and the location information of the parking point; The third control module 430 is used to control the vehicle to stop when the distance between the vehicle and the parking point is within a preset range.

[0064] Figure 5A schematic diagram of the physical structure of an electronic device is provided. This electronic device may include a processor 510, a communications interface 520, a memory 530, and a communication bus 540. The processor 510, communications interface 520, and memory 530 communicate with each other via the communication bus 540. The processor 510 can call logical instructions in the memory 530 to execute a vehicle control method. This method includes controlling the vehicle's speed based on a beacon signal as the vehicle approaches a parking point. The beacon signal indicates the current distance between the vehicle and the parking point, as well as the target speed the vehicle needs to achieve at that distance. The beacon signal is sent from a beacon positioned in the vehicle's direction of travel. Upon detecting a Gray bus signal, the vehicle's speed is controlled based on the real-time distance between the vehicle and the parking point. The Gray bus is laid along the vehicle's direction of travel on both sides of the parking point, with a length less than a first threshold. The real-time distance is determined based on the Gray bus signal and the parking point's location information. When the distance between the vehicle and the parking point is within a preset range, the vehicle is stopped.

[0065] Furthermore, the logical instructions in the aforementioned memory 530 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0066] On the other hand, the present invention also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the vehicle control methods provided by the above methods. The method includes controlling the vehicle's speed according to a beacon signal during the process of the vehicle driving towards a parking point; the beacon signal is used to indicate the current distance between the vehicle and the parking point and the target speed that the vehicle needs to reach at the current distance; the beacon signal is sent by a beacon set in the vehicle's driving direction; when a Gray bus signal is detected, controlling the vehicle's speed according to the real-time distance between the vehicle and the parking point; the Gray bus is laid on both sides of the parking point along the vehicle's driving direction and the laying length is less than a first threshold; the real-time distance is determined based on the Gray bus signal and the location information of the parking point; and controlling the vehicle to stop when the distance between the vehicle and the parking point is within a preset range.

[0067] In another aspect, the present invention also provides a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, is implemented to perform the vehicle control methods provided by the above methods. The method includes controlling the vehicle's speed based on a beacon signal during the process of the vehicle approaching a parking point; the beacon signal is used to indicate the current distance between the vehicle and the parking point and the target speed the vehicle needs to achieve at the current distance; the beacon signal is sent from a beacon positioned in the vehicle's direction of travel; upon detection of a Gray bus signal, controlling the vehicle's speed based on the real-time distance between the vehicle and the parking point; the Gray bus is laid along the vehicle's direction of travel on both sides of the parking point with a length less than a first threshold; the real-time distance is determined based on the Gray bus signal and the location information of the parking point; and controlling the vehicle to stop when the distance between the vehicle and the parking point is within a preset range.

[0068] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0069] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0070] 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 them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A vehicle control method, characterized in that, include: As the vehicle approaches the parking spot, its speed is controlled based on beacon signals. These beacon signals indicate the current distance between the vehicle and the parking spot, as well as the target speed the vehicle needs to achieve at that distance. The beacon signals are transmitted from beacons positioned in the vehicle's direction of travel. Upon detecting a Gray bus signal, the vehicle's speed is controlled based on the real-time distance between the vehicle and the parking point; the Gray bus is laid along the vehicle's direction of travel on both sides of the parking point with a length less than a first threshold; the real-time distance is determined based on the Gray bus signal and the location information of the parking point. If the distance between the vehicle and the parking point is within a preset range, control the vehicle to stop.

2. The vehicle control method according to claim 1, characterized in that, The beacon positioned in the direction of vehicle travel includes: The first beacon; the distance between the first beacon and the parking point is the first distance, and the corresponding target driving speed is the first speed; The second beacon; the distance between the second beacon and the parking point is the second distance, and the corresponding target driving speed is the second speed; the first distance is greater than the second distance; the first speed is greater than the second speed.

3. The vehicle control method according to claim 2, characterized in that, The method of controlling the vehicle's speed based on the real-time distance between the vehicle and the parking point includes: If the real-time distance between the vehicle and the parking point is greater than a fourth distance but less than a third distance, the vehicle is controlled to continue traveling at a third speed; the third distance is less than the second distance; the third speed is less than the second speed. If the real-time distance between the vehicle and the parking point is less than or equal to the fourth distance, the vehicle is controlled to continue traveling at the fourth speed, which is less than the third speed.

4. The vehicle control method according to any one of claims 1-3, characterized in that, The method further includes: If the vehicle passes the parking point and the distance between the vehicle and the parking point is greater than the fifth distance, the vehicle will be braked urgently and an alarm message will be sent.

5. The vehicle control method according to any one of claims 1-3, characterized in that, The structure of the Gray busbar includes an inner layer of nickel-plated copper conductor, a middle layer of silicone rubber insulation, and an outer layer of armored stainless steel corrugated pipe.

6. The vehicle control method according to claim 5, characterized in that, The nickel-plated copper conductor has a temperature resistance of ≥200℃, the silicone rubber insulation layer has an applicable temperature range of -50℃ to 180℃, and the armored stainless steel corrugated pipe is used to protect against splashing molten iron.

7. A vehicle control device, characterized in that, include: The first control module is used to control the vehicle's speed according to beacon signals as the vehicle moves toward the parking point; the beacon signals are used to indicate the current distance between the vehicle and the parking point and the target speed that the vehicle needs to reach at the current distance; the beacon signals are sent by beacons set in the vehicle's direction of travel. The second control module is used to control the vehicle's speed based on the real-time distance between the vehicle and the parking point when a Gray bus signal is detected; the Gray bus is laid on both sides of the parking point along the vehicle's direction of travel and the length of the laid line is less than a first threshold; the real-time distance is determined based on the Gray bus signal and the location information of the parking point. The third control module is used to control the vehicle to stop when the distance between the vehicle and the parking point is within a preset range.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the vehicle control method as described in any one of claims 1 to 6.

9. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the vehicle control method as described in any one of claims 1 to 6.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the vehicle control method as described in any one of claims 1 to 6.

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