Safety-redundant control system and method for unmanned dump truck

Abstract

The application provides a safety redundancy control system and method of an unmanned self-unloading vehicle, and relates to the technical field of self-unloading vehicle control. The safety redundancy control system of the unmanned self-unloading vehicle comprises an intelligent driving controller, a binocular stereo vision acquisition device, a front millimeter wave radar, a first side rear millimeter wave radar and a second side rear millimeter wave radar. The intelligent driving controller comprises a first microcontroller, a system on chip and a switch, wherein the first microcontroller and the system on chip are both connected to the switch. At the same time, the binocular stereo vision acquisition device is in communication connection with the first microcontroller and the system on chip respectively. In addition, the front millimeter wave radar, the first side rear millimeter wave and the second side rear millimeter wave radar are all connected to the first microcontroller. The application can simplify the network architecture of the safety redundancy control system of the unmanned self-unloading vehicle, thereby saving the deployment cost.

Description

Technical Field

[0001] This application relates to the field of dump truck control technology, and in particular to a safety redundancy control system and method for an unmanned dump truck. Background Technology

[0002] As core equipment in short-haul transportation scenarios in mines, steel mills, and industrial parks, the demand for unmanned driving of dump trucks is becoming increasingly urgent. These scenarios are characterized by fixed transportation routes, complex operating environments, and high safety risks, placing extremely high demands on the unmanned driving and emergency stopping capabilities of dump trucks.

[0003] Existing driverless dump trucks mostly adopt a fully redundant architecture and a combination of high-cost sensors. The core hardware includes multiple lidar, dual braking system, dual steering system, and cross-validation through dual-domain controllers to ensure the safety of driverless dump trucks.

[0004] However, existing technologies employ complex network architectures, which increases system complexity and deployment costs. Summary of the Invention

[0005] This application provides a safety redundancy control system and method for an unmanned dump truck, which solves the technical problems of high system complexity and deployment cost in the prior art.

[0006] Firstly, this application provides a safety redundancy control system for an unmanned dump truck, comprising:

[0007] Intelligent driving controller, binocular stereo vision acquisition device, forward millimeter-wave radar, first side and rear millimeter-wave radar and second side and rear millimeter-wave radar;

[0008] The intelligent driving controller includes a first microcontroller, a system-on-a-chip (SoC), and a switch; wherein the first microcontroller and the SoC are both connected to the switch.

[0009] The binocular stereo vision acquisition device is communicatively connected to the first microcontroller and the system-on-a-chip, respectively.

[0010] The forward millimeter-wave radar, the first side-rear millimeter-wave radar, and the second side-rear millimeter-wave radar are all connected to the first microcontroller.

[0011] In one possible design, the binocular stereo vision acquisition device includes a first camera, a second camera, a second microcontroller, and a serializer;

[0012] Both the first camera and the second camera are electrically connected to the serializer;

[0013] The serializer is communicatively connected to the second microcontroller, and the second microcontroller is communicatively connected to the system-on-a-chip.

[0014] In one possible design, the first camera is communicatively connected to the forward-facing millimeter-wave radar;

[0015] The second camera is communicatively connected to both the first and second side-rear millimeter-wave radars.

[0016] In one possible design, the safety redundancy control system of the driverless dump truck further includes:

[0017] Image acquisition unit, first surround view camera, second surround view camera, third surround view camera, fourth surround view camera, rear view camera and forward-facing lidar;

[0018] The image acquisition device, the first surround-view camera, the second surround-view camera, the third surround-view camera, the fourth surround-view camera, and the rear-view camera are all communicatively connected to the system-on-a-chip.

[0019] The forward-facing lidar is communicatively connected to the switch.

[0020] In one possible design, the safety redundancy control system of the unmanned dump truck also includes a braking system and a steering system;

[0021] The braking system and the steering system are connected to the intelligent driving controller via a controller local area network bus, and are also connected to the binocular stereo vision acquisition device via a redundant controller local area network bus.

[0022] In one possible design, the braking system is electrically connected to the power supply of the unmanned dump truck through two independent power supply branches, and the intelligent driving controller is electrically connected to the power supply of the unmanned dump truck through two other independent power supply branches.

[0023] The steering system is electrically connected to the power supply of the unmanned dump truck via a single power supply branch.

[0024] In one possible design, the instrument cluster, human-machine interface system, body controller, and superstructure controller in the unmanned dump truck are all communicatively connected to the vehicle controller in the unmanned dump truck.

[0025] The vehicle controller is communicatively connected to the intelligent driving controller.

[0026] In one possible design, the instrument cluster, the human-machine interface system, the body controller, the superstructure controller, the vehicle controller, and the binocular stereo vision acquisition device are all electrically connected to the power supply of the unmanned dump truck through their respective single power supply branches.

[0027] Secondly, this application provides a safety redundancy control method for an unmanned dump truck, including:

[0028] The system collects real-time operating status data of preset monitored components in the safety redundancy control system of the unmanned dump truck; wherein the safety redundancy control system of the unmanned dump truck is based on the speed measurement and positioning system of the medium and low speed maglev train described in the first aspect and / or various possible designs of the first aspect.

[0029] Based on the operating status data, fault detection is performed on the preset components to be monitored, and when a fault is detected in the preset components to be monitored, the fault type is determined.

[0030] Based on the fault type, a corresponding preset safety redundancy control method is executed to control the unmanned dump truck to stop safely.

[0031] Thirdly, this application provides an unmanned dump truck, including: a safety redundancy control system for the unmanned dump truck as described in the first aspect and / or various possible designs of the first aspect, and a safety redundancy control method for performing the safety redundancy control of the unmanned dump truck as described in the second aspect and / or various possible designs of the second aspect.

[0032] This application provides a safety redundancy control system and method for an unmanned dump truck, including an intelligent driving controller, a binocular stereo vision acquisition device, a forward-facing millimeter-wave radar, a first side-rear millimeter-wave radar, and a second side-rear millimeter-wave radar. The intelligent driving controller includes a first microcontroller, a system-on-a-chip (SoC), and a switch, wherein both the first microcontroller and the SoC are connected to the switch. Simultaneously, the binocular stereo vision acquisition device is communicatively connected to both the first microcontroller and the SoC. Furthermore, the forward-facing millimeter-wave radar, the first side-rear millimeter-wave radar, and the second side-rear millimeter-wave radar are all connected to the first microcontroller. Employing a low-cost binocular stereo vision acquisition device and millimeter-wave radar, and utilizing the control function of the binocular stereo vision acquisition device to simplify redundancy design, significantly reduces system deployment costs. In practical applications, the operating status data of preset monitored components in the safety redundancy control system of the unmanned dump truck are acquired in real time. Then, based on the operating status data, fault detection is performed on the preset monitored components, and when a fault is detected in a preset monitored component, the fault type is determined. Further, based on the fault type, the corresponding preset safety redundancy control method is executed to control the unmanned dump truck to stop safely. This application addresses the need for balancing operational safety and system cost in unmanned dump trucks by coordinating the configuration of vehicle perception and control resources. This enables the control unit to achieve safety redundancy control by combining environmental information, thereby simplifying unnecessary system complexity and saving redundancy costs while meeting the safety requirements for low-speed operations. Attached Figure Description

[0033] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0034] Figure 1 This is a schematic diagram of the safety redundancy control system for an unmanned dump truck provided in an embodiment of this application.

[0035] Figure 2 This is a flowchart illustrating the safety redundancy control method for an unmanned dump truck provided in an embodiment of this application.

[0036] Figure label:

[0037] 11. Intelligent driving controller; 111. First microcontroller; 112. System-on-a-chip; 113. Switch; 114. Positioning module; 12. Binocular stereo vision acquisition device; 121. First camera; 122. Second camera; 123. Second microcontroller; 124. Serializer; 13. Forward millimeter-wave radar; 14. First side-rear millimeter-wave radar; 15. Second side-rear millimeter-wave radar; 16. Image acquisition device; 17. First surround-view camera; 18. Second surround-view camera; 19. Third surround-view camera; 20. Fourth surround-view camera; 21. Rear-view camera; 22. Forward lidar; 23. Braking system 231. Electronic Braking Control System; 232. Electronic Parking Brake System; 24. Steering System; 241. Electro-hydraulic Power Steering System; 25. Vehicle Controller; 26. Instrument Cluster; 27. Human-Machine Interface System; 28. Body Controller; 29. ​​Upper Structure Controller; 30. Vehicle Remote Information Processing Terminal; 31. Vehicle Central Control Screen; 32. Driver Monitoring System; 33. First Vehicle Ethernet; 34. Second Vehicle Ethernet; 35. Third Vehicle Ethernet; 36. Fourth Vehicle Ethernet; 37. Fifth Vehicle Ethernet; 38. Sixth Vehicle Ethernet; 39. First Serial Link; 40. Second Serial Link; 41. Third Serial link; 42, Fourth serial link; 43, Fifth serial link; 44, Sixth serial link; 45, Seventh serial link; 46, Eighth serial link; 47, First CAN bus; 48, Second CAN bus; 49, Third CAN bus; 50, Fourth CAN bus; 51, Fifth CAN bus; 52, Sixth CAN bus; 53, Seventh CAN bus; 54, Eighth CAN bus; 55, Ninth CAN bus; 56, Tenth CAN bus; 57, Eleventh CAN bus; 58, Twelfth CAN bus; 59, Thirteenth CAN bus; 60, Fourteenth CAN bus; 61, First redundancy CAN bus; 62. Second redundant CAN bus; 63. Third redundant CAN bus; 64. First power supply circuit; 65. Second power supply circuit; 66. Third power supply circuit; 67. Fourth power supply circuit; 68. Fifth power supply circuit; 69. Sixth power supply circuit; 70. Seventh power supply circuit; 71. Eighth power supply circuit; 72. Ninth power supply circuit; 73. Tenth power supply circuit; 74. Eleventh power supply circuit; 75. Twelfth power supply circuit; 76. Thirteenth power supply circuit; 77. Fourteenth power supply circuit; 78. Fifteenth power supply circuit; 79. Sixteenth power supply circuit; 80. Seventeenth power supply circuit; 81. Eighteenth power supply circuit.

[0038] The accompanying drawings have illustrated specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to specific embodiments. Detailed Implementation

[0039] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0040] The terms "first," "second," "third," "fourth," etc. (if present) in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein.

[0041] In this application, the terms "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0042] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with relevant laws, regulations and standards, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0043] Unmanned dump trucks are mainly used for low-speed, short-distance transportation operations in mines, steel mills, and industrial parks. These trucks typically operate along fixed routes and need to continuously perform perception, decision-making, and execution control under complex road conditions, dust interference, and unstable communication, while also being able to stop in an emergency in case of a malfunction.

[0044] The control system of an unmanned dump truck generally consists of an intelligent driving control unit, an environmental perception unit, and a vehicle execution unit. The environmental perception unit acquires information about obstacles in front and to the sides and rear through vision and radar. The control unit outputs driving, deceleration, and stopping commands based on the perception results. The execution unit supports the unmanned dump truck in automatic driving and stopping in case of malfunction within a limited speed range.

[0045] Existing unmanned dump truck control systems mostly adopt a fully redundant architecture and a combination of high-cost sensors. The core hardware includes multiple lidar, dual braking system, dual steering system, and cross-validation through dual-domain controllers to ensure the safety of unmanned dump trucks.

[0046] While existing systems can cover a variety of failure scenarios, driverless dump trucks operating on fixed routes and at low speeds do not require the full redundancy of passenger cars. Excessive sensing hardware would increase deployment costs and data processing load, and complex fault-tolerant communication and global planning mechanisms would lengthen the fault response chain, causing unnecessary control delays during emergency braking.

[0047] At the same time, uniformly adopting high-cost sensors can easily lead to an imbalance in the investment of resources between key and non-key sensors, resulting in higher system costs, increased architectural complexity, and limiting the large-scale application of unmanned dump trucks in industrial transportation scenarios.

[0048] Therefore, the existing system has relatively high system complexity and deployment cost.

[0049] This application first addresses the issue of excessively high system deployment costs by proposing the use of low-cost sensors (binocular stereo vision acquisition devices and millimeter-wave radar) to replace high-cost lidar. Furthermore, it significantly reduces system deployment costs through optimization of the power supply and communication architecture. Subsequently, to address the problem of excessive system complexity, it proposes replacing the dual-domain controller with a binocular stereo vision acquisition device and an intelligent driving controller. Simultaneously, it employs a hierarchical redundancy design (retaining redundancy only in the braking system), simplifying the system's network architecture while meeting safety requirements.

[0050] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0051] This application provides a safety redundancy control system for an unmanned dump truck. Figure 1 This is a schematic diagram of the safety redundancy control system for the unmanned dump truck provided in the embodiments of this application, as shown below. Figure 1 As shown, the safety redundancy control system of the unmanned dump truck includes: an intelligent driving controller 11 and a binocular stereo vision acquisition device 12.

[0052] The intelligent driving controller 11 is an on-board main control unit that centrally processes and outputs the perception information, operating status, and parking commands of the unmanned dump truck. It is used to carry out the aggregation of multi-source perception data, redundancy judgment, and control decisions. The intelligent driving controller 11 is installed in the cab of the unmanned dump truck, usually in the space below the center console or in a closed electrical control box under the passenger seat.

[0053] In this embodiment, the intelligent driving controller 11 includes a first microcontroller 111, a system-on-a-chip 112, and a switch 113.

[0054] The first microcontroller 111 is a microcontroller unit that performs acquisition coordination, status monitoring and basic control logic processing of millimeter-wave radar data and visual acquisition links. It is used to complete the interface management of multiple sensors and the data distribution and control coordination with the system-on-a-chip 112.

[0055] The system-on-a-chip 112 is a highly integrated processing unit that calculates and processes the information output by the binocular stereo vision acquisition device 12. It is used to perform information processing and cooperate with the first microcontroller 111 to complete redundancy judgment.

[0056] The switch 113 is a communication module that enables data exchange, routing, and forwarding between the first microcontroller 111 and the system-on-a-chip 112. It is used to carry the transmission of sensing data and control information between internal computing units and to enable the aggregation and distribution of multi-source information under a unified communication architecture.

[0057] The binocular stereo vision acquisition device 12 is a visual perception component that acquires images of the environment in front of the unmanned dump truck and forms depth perception information. It is used to identify obstacles in front, road boundaries, parking areas and nearby targets, thereby providing visual perception input to the intelligent driving controller 11.

[0058] The binocular stereo vision acquisition device 12 in this embodiment includes a first camera 121, a second camera 122, a second microcontroller 123, and a serializer 124.

[0059] The first camera 121 corresponds to the left imaging channel inside the binocular stereo vision acquisition device 12, while the second camera 122 corresponds to the right imaging channel inside the binocular stereo vision acquisition device 12. Both are typically installed on the front of the driverless dump truck, at the leading edge of the roof, or on a bracket in front of the cab. In actual installation, the first camera 121 and the second camera 122 maintain a predetermined baseline distance and form an overlapping field of view, thereby stably acquiring spatial information of the target area during low-speed straight-line driving, turning, passing oncoming traffic, and parking.

[0060] The installation distance between the first camera 121 and the second camera 122 is usually determined based on the target ranging accuracy and the vehicle layout space. The preset baseline distance can be set from several centimeters to tens of centimeters. In addition, the optical axes of the first camera 121 and the second camera 122 can be kept parallel or set to converge at a small angle to ensure good parallax calculation conditions within a certain distance range in front of the driverless dump truck.

[0061] The serializer 124 is used to perform serialization transmission conversion on image signals from the first camera 121 and the second camera 122. It can convert parallel image data or local digital video signals into differential serial signals suitable for long-distance, interference-resistant transmission, so as to reduce the complexity of vehicle wiring harness and enhance transmission stability in mining dust, vibration and electromagnetic interference environments.

[0062] The second microcontroller 123 is used to receive data output from the serializer 124, perform frame synchronization management, buffer control, clock coordination and necessary image preprocessing, and forward the processed image stream or control information to the system-on-a-chip 112 so that the system-on-a-chip 112 can combine other sensing data to complete obstacle determination, path decision or emergency stop logic processing.

[0063] In one possible implementation, the binocular stereo vision acquisition device 12 is housed within an integrated vision module housing. Inside the housing, a first camera 121, a second camera 122, a connecting circuit board, a serializer 124, and a second microcontroller 123 are arranged sequentially, forming a compact signal link. The housing of the binocular stereo vision acquisition device 12 can be made of an aluminum alloy frame, an engineering plastic housing, or a metal shielding housing; this embodiment does not specifically limit the choice.

[0064] Illustratively, the intelligent driving controller 11 in this embodiment adopts a sensor configuration of "3 millimeter-wave radars + 8 cameras + 1 lidar". Therefore, the safety redundancy control system of the unmanned dump truck in this embodiment also includes: a forward millimeter-wave radar 13, a first side-rear millimeter-wave radar 14, a second side-rear millimeter-wave radar 15, an image acquisition unit 16, a first surround-view camera 17, a second surround-view camera 18, a third surround-view camera 19, a fourth surround-view camera 20, a rear-view camera 21, and a forward lidar 22.

[0065] The image acquisition unit 16, the first surround view camera 17, the second surround view camera 18, the third surround view camera 19, the fourth surround view camera 20, the rear view camera 21, the first camera 121 and the second camera 122 together form 8 cameras.

[0066] The forward-facing millimeter-wave radar 13 is a radar sensing unit installed at the front of the unmanned dump truck to detect the distance, relative speed, and orientation of obstacles in front. It is used to supplement forward environmental information under conditions of low visibility, dust interference, or changes in lighting.

[0067] The first rear-side millimeter-wave radar 14 and the second rear-side millimeter-wave radar 15 are radar sensing units used to detect target and obstacle information in the rear area of ​​the unmanned dump truck. They are typically installed at the corners on both sides of the rear of the unmanned vehicle. The first rear-side millimeter-wave radar 14 and the second rear-side millimeter-wave radar 15 together form a double-sided rearward coverage, mainly responsible for detecting blind spots on the sides and rear of the unmanned dump truck.

[0068] Image acquisition unit 16 is a visual acquisition component used to acquire the coverage status, tightness, and integrity of the tarpaulin on the top of the unmanned dump truck. Its function is to identify whether the tarpaulin on the top of the truck is unfolded, offset, unclosed, or entangled with foreign objects, so as to output image information to the system-on-a-chip 112 in a timely manner when loading is completed, during driving, and during unloading waiting.

[0069] The image acquisition device 16 is typically installed above the cargo box of the unmanned dump truck, above the rear edge of the cab, or in a location where the top area of ​​the cargo box can be directly observed. Its installation dimensions should match the length of the cargo box, the position of the tarpaulin roll-up mechanism, and the field of view coverage. It is generally required that its line of sight can completely cover the edge and center area of ​​the tarpaulin, and maintain sufficient clearance from the edge of the cargo box to avoid collision with the equipment being loaded or unloaded.

[0070] The first surround-view camera 17, the second surround-view camera 18, the third surround-view camera 19, and the fourth surround-view camera 20 are used to form a surround-view visual coverage around the unmanned dump truck. Their function is to supplement the acquisition of near-field environmental information around the unmanned dump truck in order to identify obstacles, personnel, boundary lines, material piles, guardrails, and other vehicles in the loading and unloading area near the vehicle.

[0071] Four surround-view cameras are typically installed at appropriate locations at the front, rear, and left and right sides of the driverless dump truck, or distributed in the orientation of front left, front right, rear left, and rear right, and placed at the four corners of the vehicle, near the rearview mirrors, on the edge of the bumper, on the side wall of the cargo box, or on the outer edge of the cab. At the same time, the angles are adjusted so that the fields of view of adjacent surround-view cameras overlap, so as to achieve continuous stitching or panoramic mapping.

[0072] The rear-view camera 21 is used to acquire real-time image information of the area behind the unmanned dump truck. Its function is to supplement the monitoring of the reversing path, rear obstacles, rear working area, and the proximity of personnel or equipment behind the unmanned dump truck when unloading, so as to provide visual basis for reversing, turning around on the spot, unloading docking, and low-speed retreat.

[0073] The rearview camera 21 is usually installed above the rear of the driverless dump truck, near the tailgate, in the center of the cargo box tail beam, or in the middle area of ​​the tailgate structure, and is fixed to the vehicle body structure by shock-absorbing brackets, so that its lens faces the rear road or work area.

[0074] The forward-facing lidar 22 is used for high-precision distance measurement and target contour recognition in front of the unmanned dump truck. Its function is to supplement the forward-facing millimeter-wave radar 13 and visual perception in terms of obstacle boundaries, static structure contours, and close-range space occupancy, so as to improve detection accuracy when moving at low speed, approaching the loading and unloading point, entering narrow passages, or near obstacles.

[0075] The forward-facing lidar 22 is typically mounted on the top front of the unmanned dump truck, the front edge of the cab roof, above the front bumper, or on a high-mounted bracket in the middle of the front of the truck, in order to obtain a wider horizontal scanning range and a more stable mounting reference. The forward-facing lidar 22 can be a mechanical scanning lidar, a semi-solid-state lidar, or a solid-state lidar; this embodiment does not specifically limit it.

[0076] Next, the connection relationships between the various components within the safety redundancy control system of the unmanned dump truck in this embodiment will be described in detail.

[0077] In the intelligent driving controller 11, the first microcontroller 111 is connected to the switch 113 via the first vehicle Ethernet 33, and the system-on-a-chip 112 is connected to the switch 113 via the second vehicle Ethernet 34. The intelligent driving controller 11 also includes a positioning module 114, which communicates with the system-on-a-chip 112 via the third vehicle Ethernet 35. The positioning module 114 provides an absolute position reference for the system-on-a-chip 112 and synchronizes precise timestamps, thereby assisting the system-on-a-chip 112 in generating highly reliable spatiotemporal information.

[0078] The system-on-a-chip 112 is also connected to the binocular stereo vision acquisition device 12 via the first serial link 39, to the image acquisition device 16 via the second serial link 40, to the first surround-view camera 17 via the third serial link 41, to the second surround-view camera 18 via the fourth serial link 42, to the third surround-view camera 19 via the fifth serial link 43, to the fourth surround-view camera 20 via the sixth serial link 44, and to the rear-view camera 21 via the seventh serial link 45.

[0079] The first microcontroller 111 is also connected to the forward millimeter-wave radar 13 via the first controller area network (CAN) bus 47, to the first side rear millimeter-wave radar 14 via the second CAN bus 48, and to the second side rear millimeter-wave radar 15 via the third CAN bus 49.

[0080] In addition, the forward-facing lidar 22 is connected to the switch 113 via the fourth vehicle Ethernet 36.

[0081] It is worth noting that the binocular stereo vision acquisition device 12 communicates with both the system-on-a-chip 112 and the first microcontroller 111. Specifically, the first camera 121 is connected to the first CAN bus 47 corresponding to the forward millimeter-wave radar via the fourth CAN bus 50, and the second camera 122 is connected to the second CAN bus 48 corresponding to the first side-rear millimeter-wave radar 14 and the third CAN bus 49 corresponding to the second side-rear millimeter-wave radar 15 via the fifth CAN bus 51, thereby realizing the communication connection between the binocular stereo vision acquisition device 12 and the first microcontroller 111.

[0082] In the binocular stereo vision acquisition device 12, both the first camera 121 and the second camera 122 are electrically connected to the serializer 124, which is communicatively connected to the second microcontroller 123. Simultaneously, the second microcontroller 123 is communicatively connected to the system-on-a-chip 112 via the first serial link 39. This embodiment does not specifically limit the connection methods of the components within the binocular stereo vision acquisition device 12.

[0083] Based on the above structure, when the system starts, the first camera 121 and the second camera 122 simultaneously acquire image information of the road ahead, obstacles, road edges, and the surrounding area of ​​the vehicle, and send the image signals to the serializer 124. The serializer 124 then serializes the dual-channel image data and transmits it to the second microcontroller 123. The second microcontroller 123 performs time synchronization, buffering, and necessary primary processing on the serialized dual-channel image data, and then sends the processing results to the system-on-a-chip 112.

[0084] In addition, the image acquisition device 16 continuously collects the coverage of the tarpaulin in the truck bed, the four surround-view cameras simultaneously acquire panoramic images of the area around the unmanned dump truck, the rear-view camera 21 continuously monitors the reversing path behind, and the forward-facing lidar 22 outputs point cloud scanning data of the area in front in real time and sends it to the system-on-a-chip 112 via the switch 113.

[0085] The system-on-a-chip 112 performs distortion correction, stitching and fusion, and target recognition on images from various cameras. It performs distance estimation, contour extraction, and obstacle confirmation on the point cloud collected by the forward-facing lidar 22, and integrates information on the tarpaulin status, the vehicle's surrounding environment, the rear passage space, and forward near-field obstacles to form a unified environmental perception result. Simultaneously, it combines data from the forward-facing millimeter-wave radar 13, the first side-rear millimeter-wave radar 14, and the second side-rear millimeter-wave radar 15 to complete environmental understanding and control decisions.

[0086] Illustratively, the forward-facing millimeter-wave radar 13 supplements the distance and velocity data of targets identified by the first camera 121 and the second camera 122, while the first side-rear millimeter-wave radar 14 and the second side-rear millimeter-wave radar 15 detect the side-rear area of ​​the unmanned dump truck. Although the data collected by the forward-facing millimeter-wave radar 13, the first side-rear millimeter-wave radar 14, and the second side-rear millimeter-wave radar 15 are directly sent to the first microcontroller 111, the first microcontroller 111 and the system-on-a-chip 112 communicate through a switch 113, so the system-on-a-chip 112 can also acquire relevant data.

[0087] In this embodiment, the safety redundancy control system of the unmanned dump truck also includes: braking system 23, steering system 24, vehicle controller 25, instrument cluster 26, human-machine interaction system 27, body controller 28, and superstructure controller 29.

[0088] The braking system 23 is a vehicle actuator used to apply deceleration to the unmanned dump truck, achieve parking hold or parking lock, and includes an electronic brake control system 231 and an electronic parking brake system 232. The steering system 24 is a vehicle actuator used to change the driving direction of the unmanned dump truck, adjust the front wheel angle or complete return control, and includes an electro-hydraulic power steering system 241.

[0089] The braking system 23 and steering system 24 are typically located in the chassis or power chassis control area of ​​the vehicle and are connected to the brake lines, steering transmission mechanism and corresponding electronic control unit to form a key execution link directly related to vehicle operation safety.

[0090] Illustratively, both the braking system 23 and the steering system 24 are connected to the intelligent driving controller 11 via a CAN bus. More specifically, the electronic braking control system 231 is connected to the intelligent driving controller 11 via the sixth CAN bus 52, the electronic parking brake system 232 via the seventh CAN bus 53, and the electro-hydraulic power steering system 241 via the eighth CAN bus 54. This means that the intelligent driving controller 11 can send relevant decisions to the control interfaces corresponding to the braking system 23 and the steering system 24, enabling the actuators to perform braking preparation, deceleration control, or steering angle correction based on these decisions.

[0091] Meanwhile, the braking system 23 and the steering system 24 are also connected to the binocular stereo vision acquisition device 12 via a redundant CAN bus. Specifically, the electronic braking control system 231 is connected to the binocular stereo vision acquisition device 12 via a first redundant CAN bus 61, the electronic parking brake system 232 via a second redundant CAN bus 62, and the electro-hydraulic power steering system 241 via a third redundant CAN bus 63.

[0092] As can be seen, the main control link and the redundant control link exist in parallel. The main control side can output normal driving control, emergency braking commands and steering correction commands. In abnormal situations, the redundant link maintains the control continuity of the actuator to avoid vehicle control interruption due to the failure of a single communication path.

[0093] It should be understood that this is because the binocular stereo vision acquisition device 12 has a second microcontroller 123. Under normal circumstances, the intelligent driving controller 11 controls the braking system 23 and the steering system 24, but in the event of a malfunction of the intelligent driving controller 11, the second microcontroller 123 can take over the control of the braking system 23 and the steering system 24.

[0094] When the system starts, the intelligent driving controller 11 generates normal driving control commands or redundant takeover commands based on comprehensive information from the sensing side, and synchronously sends them to the braking system 23 and the steering system 24 via the CAN bus. Upon receiving deceleration, stopping, or parking commands, the braking system 23 establishes braking pressure, drives the brake pads or brake shoes to press against the brake pair, or executes a parking lock action. Upon receiving steering or return-to-center commands, the steering system 24 drives the steering actuator to output a corresponding angular displacement to correct the vehicle's direction of travel, enabling the unmanned dump truck to travel stably along a predetermined route, or assisting in obstacle avoidance control when obstacles appear.

[0095] When the intelligent driving controller 11 malfunctions, the second microcontroller 123 continuously acquires three-dimensional visual information of the road in front of the vehicle and surrounding areas collected by the first camera 121 and the second camera 122. Furthermore, it transmits the target distance, lateral offset, and relative motion state of obstacles related to braking and steering to the braking system 23 and the steering system 24 via a redundant CAN bus, thereby maintaining effective control of the actuators and shortening the response time from malfunction detection to action output.

[0096] The instrument cluster 26 is an on-board display and indicator unit used to display vehicle operating parameters, status alarms, and basic driving information. The human-machine interface system 27 is a human-machine interface terminal used to receive operating commands from the driver or maintenance personnel and output status information. The body controller 28 is a control unit used to control the vehicle's auxiliary electrical functions and on-board auxiliary functions. The superstructure controller 29 is a dedicated control unit used to control cargo box lifting, unloading, and related operational actions. The vehicle controller 25 is the central control device that coordinates and manages the above control units at the vehicle level.

[0097] In this embodiment, the instrument cluster 26 communicates with the vehicle controller 25 via the ninth CAN bus 55, the human-machine interface system 27 via the tenth CAN bus 56, the body controller 28 via the eleventh CAN bus 57, and the superstructure controller 29 via the twelfth CAN bus 58. The vehicle controller 25 is also communicated with the intelligent driving controller 11 via the thirteenth CAN bus 59.

[0098] By integrating vehicle operating status, driver interaction information, vehicle body function status, and superstructure operation status into the vehicle controller 25, and then having the vehicle controller 25 interact with the intelligent driving controller 11, collaborative management of unmanned driving control and traditional vehicle function control is achieved. This ensures that the unmanned dump truck maintains a unified control logic and information link during automatic driving, operation execution, and fault handling.

[0099] For example, the instrument cluster 26 and the human-machine interface system 27 are typically located in the visible or operable area of ​​the dashboard in the cab to display vehicle speed, gear position, alarm information, autonomous driving status in real time, and to receive inputs such as mode switching, confirmation, or emergency stop. The body controller 28 is typically installed in the body control cavity in the middle of the frame or behind the cab and is connected to lights, wipers, door locks, air conditioning, and other body electrical loads via wiring harnesses. The superstructure controller 29 is typically located near the cargo box of the driverless dump truck, on the side of the lifting mechanism, or near the hydraulic control unit to directly connect to the lifting valve, limit switches, and work actuators.

[0100] The vehicle controller 25, acting as a convergence node, is typically installed in the electrical control box or the central control area at the rear of the driver's cab. It can receive information from various onboard functional units, including gear position, vehicle speed, braking status, lighting status, lifting status, fault codes, and operation requests. It also transmits information related to autonomous driving, such as mode status, parking requests, and safety interlock information, to the intelligent driving controller 11, thereby enabling coordinated control between the autonomous driving system and traditional vehicle functional systems.

[0101] In this embodiment, the safety redundancy control system of the unmanned dump truck also includes an inherent onboard telematics terminal 30, a vehicle-mounted central control screen 31, and a driver monitoring system 32. The onboard telematics terminal 30 is responsible for remote communication between the unmanned dump truck and external devices (cloud / mobile phone, etc.) to achieve functions such as remote control, positioning, and emergency calls. The vehicle-mounted central control screen 31 is responsible for information display and command input. The driver monitoring system 32 is responsible for real-time monitoring of the driver's status, identifying dangerous driving behaviors such as fatigue and distraction, and issuing warnings.

[0102] In one possible implementation, the vehicle-mounted telematics terminal 30 communicates with the first microcontroller 111 via the fourteenth CAN bus 60 and with the vehicle infotainment screen 31 via the fifth vehicle Ethernet 37. The vehicle infotainment screen 31 communicates with the switch 113 via the sixth vehicle Ethernet 38 and with the driver monitoring system 32 via the eighth serial link 46.

[0103] Regarding power supply, the intelligent driving controller 11 and the braking system 23 adopt a dual-redundant power supply mode. Specifically, the intelligent driving controller 11 is electrically connected to the power supply of the unmanned dump truck through a first power supply circuit 64 and a second power supply circuit 65, with the first power supply circuit 64 and the second power supply circuit 65 operating independently. The electronic braking control system 231 is electrically connected to the power supply through a third power supply circuit 66 and a fourth power supply circuit 67, with the third power supply circuit 66 and the fourth power supply circuit 67 operating independently. The electronic parking brake system 232 is electrically connected to the power supply through a fifth power supply circuit 68 and a sixth power supply circuit 69, with the fifth power supply circuit 68 and the sixth power supply circuit 69 operating independently.

[0104] The steering system 24, vehicle controller 25, instrument cluster 26, human-machine interface system 27, body controller 28, superstructure controller 29, and binocular stereo vision acquisition device 12 all adopt a single power supply mode. That is, the electro-hydraulic power steering system 241 is electrically connected to the power supply through the seventh power supply circuit 70, the vehicle controller 25 is electrically connected to the power supply through the eighth power supply circuit 71, the instrument cluster 26 is electrically connected to the power supply through the ninth power supply circuit 72, the human-machine interface system 27 is electrically connected to the power supply through the tenth power supply circuit 73, the body controller 28 is electrically connected to the power supply through the eleventh power supply circuit 74, the superstructure controller 29 is electrically connected to the power supply through the twelfth power supply circuit 75, and the binocular stereo vision acquisition device 12 is electrically connected to the power supply through the thirteenth power supply circuit 76.

[0105] In addition, the forward millimeter-wave radar 13 is electrically connected to the power supply through the fourteenth power supply circuit 77, the first side rear millimeter-wave radar 14 is electrically connected to the power supply through the fifteenth power supply circuit 78, the second side rear millimeter-wave radar 15 is electrically connected to the power supply through the sixteenth power supply circuit 79, the vehicle-mounted telematics terminal 30 is electrically connected to the power supply through the seventeenth power supply circuit 80, and the vehicle infotainment screen 31 is electrically connected to the power supply through the eighteenth power supply circuit 81.

[0106] This power supply solution enables modular and zoned power supply management for non-critical or single-point fault-tolerant components of unmanned dump trucks, reducing wiring harness coupling, facilitating fault location, and reducing the complexity of additional power distribution structures required for redundancy. This achieves stable vehicle operation while improving wiring simplification and the economy of power distribution.

[0107] based on Figure 1 The present application provides a safety redundancy control system for an unmanned dump truck, and also provides a safety redundancy control method for an unmanned dump truck. Figure 2 A flowchart illustrating the safety redundancy control method for an unmanned dump truck provided in this application embodiment is shown below. Figure 2 As shown, the safety redundancy control method for the unmanned dump truck includes:

[0108] S101. Real-time acquisition of operating status data of preset monitored components in the safety redundancy control system of unmanned dump truck.

[0109] S102. Based on the operating status data, perform fault detection on the preset components to be monitored, and determine the fault type when a fault is detected in the preset components to be monitored.

[0110] S103. Execute the corresponding preset safety redundancy control method based on the fault type to control the unmanned dump truck to stop safely.

[0111] It should be understood that the safety redundancy control system of the unmanned dump truck includes the intelligent driving controller 11, binocular stereo vision acquisition device 12, forward millimeter-wave radar 13, first side and rear millimeter-wave radar 14, second side and rear millimeter-wave radar 15, image acquisition device 16, first surround view camera 17, second surround view camera 18, third surround view camera 19, fourth surround view camera 20, rear view camera 21, forward lidar 22, electronic braking control system 231, electronic parking brake system 232, electric hydraulic power steering system 241, vehicle controller 25, instrument cluster 26, human-machine interaction system 27, body controller 28, superstructure controller 29, vehicle remote information processing terminal 30, vehicle central control screen 31, and driver monitoring system 32, all of which are preset components to be monitored.

[0112] Among them, the electronic braking control system 231, electronic parking brake system 232, electro-hydraulic power steering system 241, and their corresponding buses are safety-related actuators. The vehicle controller 25, instrument cluster 26, human-machine interface system 27, body controller 28, superstructure controller 29, driver monitoring system 32, and their corresponding buses are non-safety-related actuators. The forward millimeter-wave radar 13, first side-rear millimeter-wave radar 14, second side-rear millimeter-wave radar 15, image acquisition unit 16, first surround-view camera 17, second surround-view camera 18, third surround-view camera 19, fourth surround-view camera 20, rear-view camera 21, and forward-facing lidar 22 are detection sensors. The intelligent driving controller 11 and binocular stereo vision acquisition device 12 belong to the control system.

[0113] By collecting real-time operational status data of preset monitored components, the system can continuously obtain operational information about these components, thus providing direct evidence for fault identification. Based on operational status data, fault detection and fault type classification can distinguish between sensing anomalies, communication anomalies, and control anomalies, enabling the system to bypass overly redundant global processing links.

[0114] Then, based on the fault type, the corresponding preset safety redundancy control method is executed, which can trigger deceleration, traffic restriction or parking control in a way that matches the fault risk, thereby achieving safe parking faster in low-speed fixed route operation scenarios. Therefore, it takes into account parking safety, response efficiency and system cost adaptability.

[0115] In a specific example, when a bus-level fault is detected in a safety actuator, it means that the intelligent driving controller 11 cannot directly control the braking system 23 and the steering system 24 via the CAN bus. At this time, the intelligent driving controller 11 first sends a takeover request to the binocular stereo vision acquisition device 12. After receiving the takeover request, the intelligent driving controller 11 then plans a safe side-by-side parking instruction for the unmanned dump truck based on sensor perception information and sends this instruction to the binocular stereo vision acquisition device 12. The binocular stereo vision acquisition device 12 then forwards this instruction to the electronic braking control system 231, the electronic parking brake system 232, and the electro-hydraulic power steering system 241, respectively, to achieve safe driving braking through the electronic braking control system 231, parking through the electronic parking brake system 232, and steering control through the electro-hydraulic power steering system 241.

[0116] If a bus-level fault occurs in a safety actuator, and a fault is also detected in the electro-hydraulic power steering system 241, the intelligent driving controller 11 will only plan a single-lane safe parking route. The binocular stereo vision acquisition device 12 will control the electronic braking control system 231 and the electronic parking brake system 232 to achieve driving braking and parking safety braking.

[0117] When a bus-level fault is detected in a non-safety actuator, the intelligent driving controller 11 first determines whether the faulty bus is the bus corresponding to the vehicle controller 25, or the bus corresponding to the instrument cluster 26, human-machine interaction system 27, body controller 28, superstructure controller 29, or driver monitoring system 32.

[0118] If a fault occurs in the bus corresponding to the vehicle controller 25, a single-lane emergency stop is triggered. That is, the intelligent driving controller 11 sends a braking command to the electronic braking control system 231 and the electronic parking brake system 232. The electronic braking control system 231 achieves a braking speed of 0, and the electronic parking brake system 232 achieves parking.

[0119] If any of the components in the instrument cluster 26, human-machine interface system 27, body controller 28, superstructure controller 29, or driver monitoring system 32 malfunctions in its corresponding bus, an instruction will be sent to the end user through the vehicle-mounted remote information processing terminal 30 to clarify whether to continue driving or stop safely.

[0120] When a sensor malfunction is detected, it is determined whether the malfunction is caused by a front sensor or a rear sensor. If the malfunction is by a front sensor, the remaining sensors are used to detect the area around the unmanned dump truck, ultimately achieving a safe pullover. Specifically, the intelligent driving controller 11 sends braking commands to the electronic braking control system 231, the electronic parking brake system 232, and the electro-hydraulic power steering system 241. The electronic braking control system 231 achieves a braking speed of 0, the electronic parking brake system 232 achieves parking, and the electro-hydraulic power steering system 241 achieves safe vehicle steering.

[0121] If the rear sensor malfunctions, it triggers a single-lane emergency stop. The intelligent driving controller 11 sends a braking command to the electronic braking control system 231 and the electronic parking brake system 232. The electronic braking control system 231 brakes the vehicle to a speed of 0, and the electronic parking brake system 232 parks the vehicle.

[0122] When a malfunction is detected in the intelligent driving controller 11, the second microcontroller 123 in the binocular stereo vision acquisition device 12 utilizes the vehicle's surrounding environment information sensed by the first camera 121, the second camera 122, the forward millimeter-wave radar 13, the first side-rear millimeter-wave radar 14, and the second side-rear millimeter-wave radar 15 to achieve safe parking through redundant control links. Specifically, the second microcontroller 123 sends braking commands to the electronic braking control system 231 and the electronic parking brake system 232. The electronic braking control system 231 achieves a braking speed of 0, and the electronic parking brake system 232 achieves parking.

[0123] When a malfunction is detected in the binocular stereo vision acquisition device 12, the intelligent driving controller 11 performs path planning based on the perceived information, ultimately achieving a safe pullover. Specifically, the intelligent driving controller 11 sends braking commands to the electronic brake control system 231, the electronic parking brake system 232, and the electro-hydraulic power steering system 241. The electronic brake control system 231 achieves a braking speed of 0, the electronic parking brake system 232 achieves parking, and the electro-hydraulic power steering system 241 achieves safe vehicle steering.

[0124] Furthermore, when it is detected that internet access cannot be achieved through the vehicle-mounted telematics terminal 30, it means that real-time differential positioning data cannot be obtained. At this time, the intelligent driving controller 11 uses the binocular stereo vision acquisition device 12 and various sensors to achieve real-time online positioning, ultimately achieving safe parking.

[0125] The safety redundancy control system for the unmanned dump truck provided in this application includes an intelligent driving controller 11, a binocular stereo vision acquisition device 12, a forward-facing millimeter-wave radar 13, a first side-rear millimeter-wave radar 14, a second side-rear millimeter-wave radar 15, a braking system 23, and a steering system 24. The intelligent driving controller 11 includes a first microcontroller 111, a system-on-a-chip 112, and a switch 113, wherein both the first microcontroller 111 and the system-on-a-chip 112 are connected to the switch 113. The binocular stereo vision acquisition device 12 includes a first camera 121, a second camera 122, a second microcontroller 123, and a serializer 124. Both the first camera 121 and the second camera 122 are electrically connected to the serializer 124, which in turn is communicatively connected to the second microcontroller 123, and the second microcontroller 123 is communicatively connected to the system-on-a-chip 112. In addition, the first camera 121 is also communicatively connected to the forward-facing millimeter-wave radar 13, and the second camera 122 is also communicatively connected to the first side-rear millimeter-wave radar 14 and the second side-rear millimeter-wave radar 15, respectively. The forward-facing millimeter-wave radar 13, the first side-rear millimeter-wave radar 14, and the second side-rear millimeter-wave radar 15 are all connected to the first microcontroller 111. The braking system 23 and the steering system 24 are communicatively connected to the intelligent driving controller 11 via a CAN bus, and to the binocular stereo vision acquisition device 12 via a redundant CAN bus. By using the low-cost binocular stereo vision acquisition device 12 and millimeter-wave radar, and by utilizing the control function of the binocular stereo vision acquisition device 12 and retaining only the redundancy of the braking system 23, the redundancy design is simplified, which can significantly reduce the system deployment cost. In practical applications, the operating status data of the preset monitored components in the safety redundancy control system of the unmanned dump truck are collected in real time. Then, based on the operating status data, fault detection is performed on the preset monitored components, and when a fault is detected in the preset monitored components, the fault type is determined. Furthermore, based on the fault type, a corresponding preset safety redundancy control method is executed to ensure the safe stopping of the unmanned dump truck. This application addresses the balance between operational safety and system cost for unmanned dump trucks by collaboratively configuring vehicle perception and control resources. This enables the control unit to achieve safety redundancy control by incorporating environmental information, thereby simplifying unnecessary system complexity and saving redundancy costs while meeting the safety requirements for low-speed operations.

[0126] This application also provides an unmanned dump truck, which includes the safety redundancy control system for the unmanned dump truck provided in the above embodiments, and a safety redundancy control method for performing the unmanned dump truck as provided in the above embodiments.

[0127] It should be understood that the above-described device embodiments are merely illustrative, and the device of this application can also be implemented in other ways. For example, the division of units / modules in the above embodiments is only a logical functional division, and there may be other division methods in actual implementation. For example, multiple units, modules, or components may be combined, or integrated into another system, or some features may be ignored or not executed.

[0128] Furthermore, unless otherwise specified, the functional units / modules in the various embodiments of this application can be integrated into one unit / module, or each unit / module can exist physically separately, or two or more units / modules can be integrated together. The integrated units / modules described above can be implemented in hardware or as software program modules.

[0129] In the above embodiments, the descriptions of each embodiment have their own emphasis. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments. The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity, not all possible combinations of the technical features in the above embodiments have been described. However, as long as these combinations of technical features do not contradict each other, they should be considered within the scope of this specification.

[0130] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

Claims

1. A safety redundancy control system for an unmanned dump truck, characterized in that, include: Intelligent driving controller, binocular stereo vision acquisition device, forward millimeter-wave radar, first side and rear millimeter-wave radar and second side and rear millimeter-wave radar; The intelligent driving controller includes a first microcontroller, a system-on-a-chip (SoC), and a switch; wherein the first microcontroller and the SoC are both connected to the switch. The binocular stereo vision acquisition device is communicatively connected to the first microcontroller and the system-on-a-chip, respectively. The forward millimeter-wave radar, the first side-rear millimeter-wave radar, and the second side-rear millimeter-wave radar are all connected to the first microcontroller.

2. The safety redundancy control system for the unmanned dump truck according to claim 1, characterized in that, The binocular stereo vision acquisition device includes a first camera, a second camera, a second microcontroller, and a serializer; Both the first camera and the second camera are electrically connected to the serializer; The serializer is communicatively connected to the second microcontroller, and the second microcontroller is communicatively connected to the system-on-a-chip.

3. The safety redundancy control system for the unmanned dump truck according to claim 2, characterized in that, The first camera is communicatively connected to the forward-facing millimeter-wave radar; The second camera is communicatively connected to both the first and second side-rear millimeter-wave radars.

4. The safety redundancy control system for the unmanned dump truck according to claim 1, characterized in that, The safety redundancy control system of the unmanned dump truck also includes: Image acquisition unit, first surround view camera, second surround view camera, third surround view camera, fourth surround view camera, rear view camera and forward-facing lidar; The image acquisition device, the first surround-view camera, the second surround-view camera, the third surround-view camera, the fourth surround-view camera, and the rear-view camera are all communicatively connected to the system-on-a-chip. The forward-facing lidar is communicatively connected to the switch.

5. The safety redundancy control system for the unmanned dump truck according to claim 1, characterized in that, The safety redundancy control system of the unmanned dump truck also includes a braking system and a steering system; The braking system and the steering system are connected to the intelligent driving controller via a controller local area network bus, and are also connected to the binocular stereo vision acquisition device via a redundant controller local area network bus.

6. The safety redundancy control system for the unmanned dump truck according to claim 5, characterized in that, The braking system is electrically connected to the power supply of the unmanned dump truck through two independent power supply branches, and the intelligent driving controller is electrically connected to the power supply of the unmanned dump truck through two other independent power supply branches. The steering system is electrically connected to the power supply of the unmanned dump truck via a single power supply branch.

7. The safety redundancy control system for the unmanned dump truck according to claim 1, characterized in that, The instrument cluster, human-machine interface system, body controller, and superstructure controller in the unmanned dump truck are all communicatively connected to the vehicle controller in the unmanned dump truck. The vehicle controller is communicatively connected to the intelligent driving controller.

8. The safety redundancy control system for the unmanned dump truck according to claim 7, characterized in that, The instrument cluster, the human-machine interface system, the body controller, the superstructure controller, the vehicle controller, and the binocular stereo vision acquisition device are all electrically connected to the power supply of the unmanned dump truck through their respective single power supply branches.

9. A safety redundancy control method for an unmanned dump truck, characterized in that, include: The system collects real-time operating status data of preset monitored components in the safety redundancy control system of the unmanned dump truck; wherein, the safety redundancy control system of the unmanned dump truck is the safety redundancy control system of the unmanned dump truck as described in any one of claims 1 to 8. Based on the operating status data, fault detection is performed on the preset components to be monitored, and when a fault is detected in the preset components to be monitored, the fault type is determined. Based on the fault type, a corresponding preset safety redundancy control method is executed to control the unmanned dump truck to stop safely.

10. An unmanned dump truck, characterized in that, The unmanned dump truck includes: a safety redundancy control system for the unmanned dump truck as described in any one of claims 1 to 8, and / or, for executing the safety redundancy control method for the unmanned dump truck as described in claim 9.

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