Safety control method, system, storage medium and unmanned vehicle

Abstract

The application provides a safety control method, a system, a storage medium and an unmanned vehicle. The safety control method is used for the unmanned vehicle, and the safety control method comprises the following steps: after the unmanned vehicle starts the automatic driving backward operation, a distance between a tail of a vehicle body and an obstacle is acquired in real time by a distance measuring component; when the distance is less than or equal to a first preset distance, the unmanned vehicle is controlled to perform a stop action; after the unmanned vehicle performs the stop action, when the distance is less than or equal to a second preset distance, a separation component is controlled to pop up; and after the separation component pops up, when the distance is greater than or equal to a third preset distance, the separation component is controlled to be retracted. The hierarchical triggering avoids frequent operation interruption caused by single emergency stop, and can be adapted to different types of unmanned mine vehicles and different mine operation environments.

Description

Technical Field

[0001] This invention relates to the field of safety control technology for unmanned vehicles, and more specifically, to a safety control method, system, storage medium, and unmanned vehicle. Background Technology

[0002] Currently, the safety protection system for autonomous mining trucks has significant shortcomings in related technologies. Conventional protection relies solely on basic radar and visual sensors for large-scale obstacle detection, lacking precise short-range ranging and graded protection mechanisms.

[0003] The mining environment is complex, with numerous fixed equipment, monitoring sensors, fencing, berth limit devices, and other precision equipment located behind the mine cars. During the reverse movement of the mine cars, due to insufficient sensor detection accuracy, lack of close-range protection thresholds, and the absence of dedicated protective structures, scraping and collision accidents are highly likely to occur. Summary of the Invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art or related art.

[0005] Therefore, the first aspect of the present invention proposes a safety control method.

[0006] A second aspect of the present invention provides a safety control system.

[0007] A third aspect of the present invention provides a safety control system.

[0008] A fourth aspect of the present invention provides a storage medium.

[0009] The fifth aspect of the present invention provides an unmanned vehicle.

[0010] In view of this, a first aspect of the present invention provides a safety control method for an unmanned vehicle. The unmanned vehicle includes a vehicle body, a ranging component, a protected device, an isolation component, and a control module. The ranging component is disposed at the rear of the vehicle body, and the isolation component is disposed at the rear of the vehicle body. The isolation component is used to protect the protected device. The control module is communicatively connected to the ranging component and the isolation component. The protected device is disposed at the rear of the vehicle body and is used to acquire environmental data of the rear of the vehicle body. The isolation component is provided with a detection hole, through which the ranging component can acquire environmental data of the vehicle body. The safety control method for the distance between the rear of the vehicle and the obstacle includes: when the unmanned vehicle starts autonomous driving and reverses, the distance between the rear of the vehicle and the obstacle is obtained in real time through a ranging component; when the distance is less than or equal to a first preset distance, the unmanned vehicle is controlled to perform a braking action; after the unmanned vehicle performs the braking action, when the distance is less than or equal to a second preset distance, the isolation component is controlled to pop out; after the isolation component pops out, when the distance is greater than or equal to a third preset distance, the isolation component is controlled to retract; wherein, the third preset distance is greater than the first preset distance, and the first preset distance is greater than the second preset distance.

[0011] This invention uses a braking action as the first line of defense, which can prevent collisions in most cases. The deployment of the isolation component acts as the second line of defense, providing physical protection when braking effectiveness diminishes. These two lines of defense are independent yet progressively stronger. Furthermore, tiered triggering avoids frequent work interruptions caused by single emergency stops. The isolation component only deploys when the braking action fails to prevent the distance from decreasing, and its retraction is automatic once safety conditions are met, requiring no manual intervention and minimizing the impact of protective actions on production rhythm. In addition, the entire control loop, from braking to isolation component deployment and retraction, is completed automatically, meeting the requirements for autonomous operation in unmanned mining operations. Moreover, the first, second, and third preset distances can all be calibrated and adjusted according to vehicle type, load status, and operating scenario, demonstrating strong versatility and adaptability to different types of unmanned mining trucks and various mining environments.

[0012] Optionally, in some technical solutions, before controlling the autonomous vehicle to perform a braking action when the distance is less than or equal to the first preset distance, the safety control method further includes: controlling the autonomous vehicle to decelerate and reverse when the distance is less than or equal to the fourth preset distance and greater than the first preset distance; wherein the fourth preset distance is greater than the first preset distance and the fourth preset distance is less than the third preset distance.

[0013] In the above technical solution, the specific value of the fourth preset distance can be determined according to the vehicle model and operating scenario. The distance between the fourth preset distance and the first preset distance constitutes the deceleration buffer zone. The deceleration buffer zone provides the system with additional judgment and response time, avoiding the abrupt transition from normal driving state to braking action, making the transition of the entire reverse collision avoidance control smoother, and reducing the impact on the vehicle transmission system and on-board equipment caused by sudden changes in vehicle speed.

[0014] Optionally, in some technical solutions, the first preset distance and the second preset distance are preset; or the first preset distance and the second preset distance are obtained based on at least one of the current reverse speed of the unmanned vehicle, the load status, and the road slope.

[0015] In the above technical solutions, when the invention adopts a pre-setting method, the first and second preset distances are fixed values. The system is simple to implement and can be used directly after parameter calibration. It does not require real-time collection of additional information such as reversing speed, load status, and road slope, thus requiring less sensor configuration and computing resources. This is suitable for mining scenarios where operating conditions are relatively fixed and vehicle load changes are minimal. When the invention adopts a dynamic adjustment method, the first and second preset distances adaptively adjust according to changes in actual operating parameters, ensuring that the trigger threshold always matches the current braking capacity. This balances the reliability of safety protection with the continuity of operation in scenarios with large fluctuations in operating conditions. Both solutions can be selected based on the actual configuration level of the unmanned vehicle and the characteristics of mining operations, flexibly adapting to engineering needs of varying complexity.

[0016] Optionally, in some technical solutions, after the autonomous vehicle performs a braking action, when the distance is less than or equal to a second preset distance, after the control isolation component pops out, the safety control method further includes: changing the system state of the autonomous vehicle to a pending reset state. In the pending reset state, the autonomous driving function of the autonomous vehicle is prohibited, and the acquisition of environmental data is stopped.

[0017] In the above technical solution, the setting of the pending reset state ensures a clear safe transition range between the deployment of the isolation component and the resumption of normal operation of the autonomous vehicle. Within this safe transition range, all autonomous driving-related actions and environmental data acquisition-related actions are stopped, thereby preventing abnormal vehicle movement due to misoperation or misjudgment while the isolation component is in the protected state, or erroneous data output by the rear sensors due to obstruction, which could lead to system decision-making confusion.

[0018] Optionally, in some technical solutions, when the distance between the autonomous vehicle and the obstacle cannot be obtained, the autonomous vehicle is controlled to perform a braking action.

[0019] In the above technical solution, the safety control method, through the processing method of this invention, can still ensure the safety of the vehicle and the rear equipment even under extreme conditions of sensor link failure. In the harsh working environment of mining areas with high dust, strong vibration, and high humidity, the rear distance detection device faces the risk of being covered by mud and water or becoming loose due to vibration. This invention ensures that even in the most unfavorable case where the distance detection device completely fails, the unmanned vehicle will not continue to reverse without sensor protection, fundamentally eliminating blind reversing collision accidents caused by sensor failure.

[0020] Optionally, in some technical solutions, the first preset distance is 20 centimeters, the second preset distance is 5 centimeters, and the third preset distance is 50 centimeters.

[0021] In the above technical solution, the first preset distance of 20 cm is determined based on the braking distance characteristics of the mine car in low-speed reverse operation. This ensures that the vehicle comes to a complete stop before contacting an obstacle while avoiding frequent emergency stops due to an excessively high threshold, achieving a balance between safety margin and operational continuity. The second preset distance of 5 cm serves as the final physical protection trigger boundary after the braking action. On the one hand, it allows a judgment time window for braking activation, preventing accidental triggering of the isolation component due to instantaneous distance fluctuations. On the other hand, it ensures that the isolation component deploys before contact occurs in extremely close situations, achieving a balance between suppressing accidental deployment and timely protection. The third preset distance is 50 cm, which is much larger than 20 cm. This ensures that the isolation component will not retract immediately after the distance recovers to the braking threshold, preventing repeated actions. It also indicates that the tail has sufficient safety margin, achieving a balance between sufficient recovery confirmation and timely reset. The three threshold levels form a progressive gradient of 20 cm, 5 cm, and 50 cm, with reasonable numerical ranges and non-overlapping trigger logic. In actual mining operations, this effectively covers the complete control loop from braking protection to safe recovery.

[0022] A second aspect of the present invention provides a safety control system for an unmanned vehicle. The unmanned vehicle includes a vehicle body, a ranging component, a protected device, an isolation component, and a control module. The ranging component is located at the rear of the vehicle body, and the isolation component is also located at the rear of the vehicle body. The isolation component protects the protected device. The control module is communicatively connected to both the ranging component and the isolation component. The protected device is located at the rear of the vehicle body and is used to acquire environmental data from the rear of the vehicle body. The isolation component has a detection aperture through which the ranging component can acquire the distance between the rear of the vehicle body and an obstacle. The safety control system includes: The distance detection module is used to obtain the distance between the rear of the vehicle and the obstacle in real time through a ranging component when the autonomous vehicle starts autonomous driving backward operation; the first execution module is used to control the autonomous vehicle to perform a braking action when the distance is less than or equal to a first preset distance; the second execution module is used to control the isolation component to pop out when the distance is less than or equal to the second preset distance after the autonomous vehicle performs the braking action; the third execution module is used to control the isolation component to retract when the distance is greater than or equal to a third preset distance after the isolation component pops out; wherein, the third preset distance is greater than the first preset distance, and the first preset distance is greater than the second preset distance.

[0023] The second aspect of this invention uses a braking action as the first line of defense, which can prevent collisions in most cases; the deployment of the isolation component serves as the second line of defense, providing physical protection when the braking effect weakens. These two lines of defense are independent yet progressively stronger. Furthermore, tiered triggering avoids frequent work interruptions caused by a single emergency stop. The isolation component only deploys when the braking action fails to prevent the distance from decreasing, and its retraction is automatic once safety conditions are met, requiring no manual intervention and minimizing the impact of protective actions on production rhythm. In addition, the entire control closed loop, from the braking action to the deployment and retraction of the isolation component, is completed automatically, meeting the requirements for autonomous operation in unmanned mining operations. Moreover, the first, second, and third preset distances can all be calibrated and adjusted according to the vehicle type, load status, and operating scenario, demonstrating strong versatility and adaptability to different types of unmanned mining trucks and various mining environments.

[0024] A third aspect of the present invention provides a safety control system for an unmanned vehicle, comprising: a processor; a memory storing programs or instructions, wherein the processor, when executing the programs or instructions in the memory, implements the steps of the safety control method as described in any of the above technical solutions.

[0025] The safety control system proposed in this invention implements the steps of the above-mentioned safety control method when the program in the memory is executed by the processor, and can achieve the technical effects of any of the above technical solutions, which will not be elaborated further.

[0026] A fourth aspect of the present invention provides a storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps of the security control method as described in any of the above technical solutions.

[0027] The storage medium proposed in this invention, when the computer program is executed by the processor, implements the steps of the above-mentioned security control method, and can achieve the technical effects of any of the above technical solutions, which will not be elaborated further.

[0028] A fifth aspect of the present invention provides an unmanned vehicle, comprising: a vehicle body; a ranging component connected to the vehicle body and located at the rear of the vehicle body; a protected device connected to the vehicle body and located at the rear of the vehicle body, the protected device being used to acquire environmental data of the rear of the vehicle body; an isolation component connected to the vehicle body and located at the rear of the vehicle body, the isolation component being used to protect the protected device; and a control module communicatively connected to the ranging component and the isolation component, the control module being used to execute the steps of the safety control method of any of the above technical solutions; wherein the isolation component is provided with a detection hole, through which the ranging component can acquire the distance between the rear of the vehicle body and an obstacle.

[0029] In the above technical solution, the ranging component and the isolation component form a two-level protective layout working collaboratively at the rear of the vehicle. The ranging component, located at the rear, can directly perceive distances to obstacles behind it, providing real-time and continuous distance input for safety control methods. The isolation component is integrated outside the ranging component and is in a retracted position when not triggered, not obstructing the ranging component's detection path and ensuring the accuracy and integrity of distance data under normal operating conditions. When the collision risk escalates and the isolation component deploys, it forms a physical barrier between the ranging component and the obstacle behind it, absorbing the potential contact force. The ranging component and other rear-end equipment are completely protected inside the isolation component. The control module communicates with both the ranging component and the isolation component. The control module receives distance data collected by the ranging component, performs distance comparison and trigger judgment, and sends deployment and retraction commands to the isolation component. Thus, the ranging component is responsible for perception, the isolation component for protection, and the control module for command issuance. These three components complement each other and are arranged in a layered spatial configuration, achieving seamless integration from perception to decision-making to protection.

[0030] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0031] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0032] Figure 1 A flowchart of a security control method according to an embodiment of the present invention;

[0033] Figure 2 This is a structural block diagram of a safety control system according to an embodiment of the present invention;

[0034] Figure 3 This is a structural block diagram of a safety control system according to an embodiment of the present invention;

[0035] Figure 4 This is a schematic diagram of an unmanned vehicle according to an embodiment of the present invention;

[0036] Figure 5 This is a schematic diagram showing the positional relationship between the detection aperture and the ranging component according to an embodiment of the present invention;

[0037] in, Figures 2 to 5 The correspondence between the reference numerals and component names in the attached drawings is as follows:

[0038] 30 Safety control system; 302 Distance detection module; 304 First execution module; 306 Second execution module; 308 Third execution module; 40 Unmanned vehicle; 402 Vehicle body; 404 Distance measuring component; 406 Protected device; 408 Isolation component; 410 Control module; 412 Detection hole; 50 Safety control system; 502 Processor; 504 Memory. Detailed Implementation

[0039] To better understand the above-mentioned objectives, features, and advantages of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0040] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and therefore the scope of protection of the invention is not limited to the specific embodiments disclosed below.

[0041] The following reference Figures 1 to 5 A safety control method, system, storage medium, and autonomous vehicle are described according to some embodiments of the present invention.

[0042] In mining operations, driverless mining trucks frequently need to perform reverse maneuvers, such as reversing towards the unloading port of a crushing station. The rear of the truck is equipped with sensing devices such as laser rangefinders and communication modules. A collision could damage these devices, increasing maintenance costs and disrupting operations. Currently, collision avoidance systems rely on single-condition triggering; if braking fails to effectively stop the vehicle, there are no subsequent protective measures.

[0043] like Figure 1 As shown, the first aspect of the present invention proposes a safety control method for an unmanned vehicle. The unmanned vehicle includes a vehicle body, a ranging component, a protected device, an isolation component, and a control module. The ranging component is disposed at the rear of the vehicle body, and the isolation component is disposed at the rear of the vehicle body. The isolation component is used to protect the protected device. The control module is communicatively connected to the ranging component and the isolation component. The protected device is disposed at the rear of the vehicle body and is used to acquire environmental data of the rear of the vehicle body. The isolation component is provided with a detection hole, through which the ranging component can acquire the distance between the rear of the vehicle body and an obstacle. The safety control method includes:

[0044] Step 102: When the unmanned vehicle starts the autonomous driving backward operation, the distance between the rear of the vehicle body and the obstacle is obtained in real time through the ranging component.

[0045] Step 104: When the distance is less than or equal to the first preset distance, control the autonomous vehicle to perform a braking action;

[0046] Step 106: After the autonomous vehicle performs the braking action, when the distance is less than or equal to the second preset distance, the control isolation component pops out;

[0047] Step 108: After the isolation component pops up, when the distance is greater than or equal to the third preset distance, control the isolation component to retract; wherein the third preset distance is greater than the first preset distance, and the first preset distance is greater than the second preset distance.

[0048] The first aspect of the present invention relates to a safety control method for use in autonomous vehicles.

[0049] In some examples, the driverless vehicle can be any of the following: mining dump truck, mining wide-body truck, articulated mining truck, electric wheel mining dump truck, and driverless auxiliary transport vehicle used for material transfer within the mining area.

[0050] When an autonomous vehicle initiates autonomous reversing operations, the distance between the rear of the vehicle and obstacles is acquired in real time using a ranging component. This distance is determined by a ranging component installed at the rear of the autonomous vehicle. The ranging component emits a detection signal at a fixed frequency and receives the reflected signal. The distance between the rear and the obstacle is calculated by determining the time of flight or phase difference of the signal.

[0051] In practice, the real-time distance between an autonomous vehicle and an obstacle can be obtained in various ways. For example, the distance can be calculated by emitting a laser beam and receiving the reflected light using an optical ranging device; the distance can also be calculated by emitting ultrasonic waves and receiving the echoes using an acoustic ranging device; or the distance can be calculated by emitting frequency-modulated continuous waves and receiving the reflected waves using an electromagnetic wave ranging device.

[0052] When the distance is less than or equal to a first preset distance, the autonomous vehicle is controlled to perform a braking action. The first preset distance is a threshold distance that triggers the braking action. The braking action refers to braking measures that bring the vehicle to a rapid stop, including but not limited to applying the maximum service brake, cutting off power output, or activating the emergency braking function.

[0053] This invention continuously compares the real-time acquired distance with a first preset distance. When the real-time acquired distance is greater than the first preset distance, the monitoring state is maintained, and no intervention is applied to the vehicle's movement. When the real-time acquired distance is less than or equal to the first preset distance, it is determined that the rear has entered the danger zone, and a braking action command is immediately generated. The braking action command is sent to the vehicle's braking system, which applies maximum braking torque to the wheels. Simultaneously, a power cut-off signal can be sent to the drive system to ensure that the vehicle stops reversing. Furthermore, using the first preset distance as a boundary, once exceeded, maximum braking force is applied to try to stop the vehicle before a collision occurs, which is the first active safety defense line in the entire protection chain.

[0054] In practice, controlling an autonomous vehicle to stop can be done in several ways. For example, the autonomous vehicle can send an emergency braking request, thereby increasing the brake hydraulic pressure to its maximum value; it can also directly drive the brake solenoid valve through a safety control circuit independent of the main controller to establish braking pressure; or it can send a reverse torque command to the motor controller to stop the vehicle with electrical braking torque.

[0055] After the autonomous vehicle performs a braking action, when the distance is less than or equal to a second preset distance, the control isolation component is deployed. The second preset distance is less than a first preset distance. The second preset distance is the threshold distance that triggers the deployment of the isolation component.

[0056] After the braking command is issued, the distance between the autonomous vehicle and the obstacle may continue to decrease due to factors such as vehicle inertia, slippery road surface, or braking system response delay. Therefore, after issuing the braking command, the real-time distance continues to be acquired and monitored. When it is determined that the real-time distance has further decreased to a second preset distance or below, it is determined that the braking action has failed to completely prevent the vehicle from approaching the obstacle, and the risk of collision has escalated. At this point, a pop-out command is immediately generated and sent to the isolation component. Upon receiving the pop-out command, the isolation component pops out and unfolds, forming a physical barrier between the rear of the autonomous vehicle and the obstacle behind it, providing physical protection for the rear equipment. By providing a second layer of physical protection after the braking action, even in the event of low-speed contact, damage is absorbed by the isolation component, thus protecting the rear equipment. Furthermore, since the second preset distance is less than the first preset distance, the isolation component is only triggered when the braking action has indeed failed to prevent the distance from decreasing, avoiding unnecessary pop-out actions.

[0057] In practice, the pop-out of the isolation component can be achieved in several ways. For example, an extension signal can be sent to an electric actuator, which will push the protective baffle to unfold; alternatively, an unlocking signal can be sent to an electromagnetic latch, which will cause a pre-compressed spring to pop out the protective baffle after the latch is released.

[0058] After the isolation component of the autonomous vehicle deploys, it retracts when the distance is greater than or equal to a third preset distance, which is greater than a first preset distance. The third preset distance is the threshold distance that triggers the retraction of the isolation component.

[0059] After the isolation component deploys, the autonomous vehicle is in a physically protected state, but the ranging component can still acquire real-time distance data through the detection holes on the isolation component. In some examples, the position of the detection holes corresponds to the position of the ranging component, and the detection path of the ranging component passes through the detection holes. Therefore, even when the isolation component is in the deployed position, the detection path of the ranging component is not obstructed, and the ranging component can continuously detect the distance between the rear of the autonomous vehicle (i.e., the rear of the vehicle body) and the obstacle through the detection holes. At this point, it is necessary to increase the distance between the autonomous vehicle and the obstacle. Specifically, there are several ways to increase the distance between the rear and the obstacle. For example, the obstacle is removed, allowing the rear space to naturally return to a safe distance. Another example is that the operator manually drives the autonomous vehicle forward, moving the rear of the vehicle body away from the obstacle. Yet another example is that the autonomous vehicle restarts after a braking action, with the autonomous driving system controlling the vehicle to move forward and actively adjusting the vehicle's position.

[0060] As the distance between the rear and the obstacle increases, the real-time distance continues to be acquired and monitored. When it is determined that the real-time distance has risen to the third preset distance or above, it is determined that there is no longer a collision threat to the rear and the safety conditions have been restored. At this point, a retraction command is generated and sent to the isolation component. After receiving the retraction command, the isolation component retracts to its initial position, and the rear of the autonomous vehicle returns to its normal state, allowing subsequent operations to continue. By restoring the rear of the vehicle body to its normal state, subsequent operations can continue.

[0061] Autonomous vehicles also include protected components located at the rear of the vehicle body. In some examples, the protected components are larger than the ranging components. Because the ranging components themselves are smaller, they occupy limited space in the overall layout of the autonomous vehicle's rear, and their installation position is relatively inward or opposite to the detection holes on the isolation components. Therefore, even when an obstacle approaches from behind, the ranging components are less likely to be directly impacted. In contrast, the protected components are also installed at the rear of the autonomous vehicle. These protected components are larger and protrude more from the rear surface, making them more likely to be the first point of contact with obstacles during reversing operations. Based on this structural difference, the ranging components, due to their smaller size and more concealed installation position, possess a certain degree of self-collision resistance. The isolation components primarily provide physical shielding and impact absorption for the larger, more prominent protected components, thus forming a tiered protection layout overall.

[0062] In some examples, the isolation component can be positioned close to the protected device and the ranging component. Specifically, there is a preset distance between the isolation component and the protected device, ensuring that the protected device is not obstructed when the isolation component is not deployed. In other examples, the isolation component is positioned around at least a portion of the outer periphery of the protected device. In still other examples, the isolation component is positioned outside the protected device and the ranging component, with the distance between the isolation component and the protected device, and the distance between the isolation component and the ranging component, both being greater than zero, so that the protected device and the ranging component can function normally when the isolation component is not deployed. In yet other examples, the isolation component is located at the outermost edge of the rear of the vehicle body, with the protected device and the ranging component located inside the isolation component, and a preset gap is maintained between the isolation component and both the protected device and the ranging component when it is not deployed.

[0063] It should be noted that environmental data refers to data collected by the protected device at the rear of the vehicle body to describe the state of the environment surrounding the vehicle. Environmental data is used to provide environmental perception information for the autonomous driving functions of driverless vehicles, including at least one of obstacle detection, object classification, and scene understanding.

[0064] In practice, the retraction of the isolation component can be achieved in several ways. For example, a retraction signal can be sent to the electric actuator, which will pull the protective baffle back to its original position; a reverse signal can be sent to the motor, which will drive the protective baffle back to its original position via a lead screw; a retraction signal can be sent to the hydraulic cylinder, which will pull the protective baffle back to its original position; or the operator can manually reset the isolation component. In scenarios where the automatic retraction function is working properly, the system can automatically reset itself without on-site operation, helping to shorten operation interruption time and allowing the unmanned vehicle to quickly return to a workable state. In scenarios requiring manual safety confirmation or where the automatic retraction function is unavailable, a manual reset can be performed by the operator, providing a backup operating path for the system and ensuring that the isolation component can retract reliably under various operating conditions, guaranteeing operational continuity.

[0065] In some embodiments, the first preset distance is 20 cm, the second preset distance is 5 cm, and the third preset distance is 50 cm. The first preset distance of 20 cm is determined based on the braking distance characteristics of the mine car in low-speed reverse operation. This ensures the vehicle comes to a complete stop before contacting an obstacle while avoiding frequent emergency stops due to an excessively high threshold, achieving a balance between safety margin and operational continuity. The second preset distance of 5 cm serves as the final physical protection trigger boundary after the braking action. On the one hand, it allows a judgment time window for braking activation, preventing accidental triggering of the isolation component due to instantaneous distance fluctuations. On the other hand, it ensures that the isolation component deploys before contact occurs in extremely close situations, achieving a balance between suppressing accidental deployment and timely protection. The third preset distance of 50 cm, which is significantly larger than 20 cm, ensures that the isolation component will not retract immediately upon returning to the braking threshold, preventing repeated actions. It also indicates that the tail section has sufficient safety margin, achieving a balance between sufficient recovery confirmation and timely reset. The three-level thresholds form a progressive gradient of 20 cm, 5 cm, and 50 cm, with reasonable numerical ranges and non-overlapping trigger logics. In actual mining operations, this effectively covers the complete control loop from braking protection to safe recovery.

[0066] This invention uses a braking action as the first line of defense, which can prevent collisions in most cases. The deployment of the isolation component acts as the second line of defense, providing physical protection when braking effectiveness diminishes. These two lines of defense are independent yet progressively stronger. Furthermore, tiered triggering avoids frequent work interruptions caused by single emergency stops. The isolation component only deploys when the braking action fails to prevent the distance from decreasing, and its retraction is automatic once safety conditions are met, requiring no manual intervention and minimizing the impact of protective actions on production rhythm. In addition, the entire control loop, from braking to isolation component deployment and retraction, is completed automatically, meeting the requirements for autonomous operation in unmanned mining operations. Moreover, the first, second, and third preset distances can all be calibrated and adjusted according to vehicle type, load status, and operating scenario, demonstrating strong versatility and adaptability to different types of unmanned mining trucks and various mining environments.

[0067] Optionally, in some embodiments, before controlling the autonomous vehicle to perform a braking action when the distance is less than or equal to a first preset distance, the safety control method further includes: controlling the autonomous vehicle to decelerate and reverse when the distance is less than or equal to a fourth preset distance and greater than the first preset distance; wherein the fourth preset distance is greater than the first preset distance and the fourth preset distance is less than the third preset distance.

[0068] In the above embodiments, the safety control method further includes a pre-judgment and early deceleration action before determining the relationship between the distance and the first preset distance. This embodiment is designed for situations where an unmanned vehicle gradually approaches a rear obstacle during reversing operations, but the distance has not yet reached a point where immediate braking is necessary. By taking deceleration measures in advance, more reaction time and a shorter braking distance are reserved for possible subsequent emergency braking.

[0069] Specifically, after acquiring the distance between the autonomous vehicle and the obstacle in real time, the distance is compared with a fourth preset distance to determine whether the fourth triggering condition is met, and a fourth judgment result is obtained. The fourth preset distance is the threshold distance for triggering deceleration. The fourth preset distance is greater than the first preset distance and less than the third preset distance, thus placing the fourth preset distance in space between the safe zone and the braking action zone, forming a warning transition zone.

[0070] When the real-time distance is greater than the fourth preset distance, it indicates that there is a sufficient safe distance between the rear of the autonomous vehicle and the obstacle. The fourth judgment result is that the fourth trigger condition is not met, and the system remains in standby monitoring state and does not intervene in the vehicle's movement.

[0071] When the distance is less than or equal to the fourth preset distance, the fourth judgment result satisfies the fourth trigger condition, at which point the autonomous vehicle is controlled to decelerate. Deceleration refers to actively reducing the vehicle's speed to a preset safe speed range, rather than stopping it immediately.

[0072] In practice, deceleration control can be achieved in several ways. For example, it can reduce the motor's output torque through control commands; it can also apply partial braking torque to gradually reduce the vehicle speed; or it can re-plan the speed curve by the autonomous driving system. Deceleration allows the autonomous vehicle to gradually reduce its speed as it approaches an obstacle. When the subsequent real-time distance further shrinks to the first preset distance and triggers a braking action, the vehicle is already operating at a lower speed, significantly shortening the required braking distance and making the braking effect more reliable.

[0073] The specific value of the fourth preset distance can be determined according to the vehicle model and operating scenario. The distance between the fourth preset distance and the first preset distance constitutes the deceleration buffer zone. The deceleration buffer zone provides the system with additional judgment and response time, avoiding the abrupt transition from normal driving state to braking action, making the transition of the entire reverse collision avoidance control smoother, and reducing the impact on the vehicle's transmission system and on-board equipment caused by sudden changes in vehicle speed.

[0074] Optionally, in some embodiments, the first preset distance and the second preset distance are preset; or the first preset distance and the second preset distance are obtained based on at least one of the current reverse speed of the autonomous vehicle, the load status, and the road slope.

[0075] In the above embodiments, the determination of the first preset distance and the second preset distance can be carried out by any of the two schemes.

[0076] The first confirmation method uses pre-set fixed values ​​for both the first and second preset distances. Pre-setting means that the first and second preset distances are written as configuration parameters into the storage unit before the autonomous vehicle leaves the factory or before the start of the operation, and are directly read and used during the operation of the safety control method. The preset values ​​can be determined based on vehicle parameters, mining operation procedures, or historical experience data, and remain unchanged throughout a single operation. Taking a mining dump truck as an example, the first preset distance can be preset to 20 centimeters, and the second preset distance can be preset to 5 centimeters. This static configuration scheme is simple to implement, requires no real-time calculation, consumes very little onboard computing resources, and is suitable for scenarios with relatively fixed operating conditions.

[0077] The second confirmation method involves obtaining the first and second preset distances based on at least one of the autonomous vehicle's current reverse speed, load status, and road slope. The current reverse speed refers to the real-time speed of the autonomous vehicle during the reverse operation; the load status refers to the weight of the material currently carried by the autonomous vehicle; and the road slope refers to the inclination angle of the road surface where the autonomous vehicle is currently operating. The values ​​of the first and second preset distances are adaptively adjusted as factors affecting braking distance change, ensuring that the timing of triggering the braking action and the deployment of the isolation components matches the actual braking capability.

[0078] In practical implementation, obtaining the first and second preset distances based on the current reverse speed includes: the greater the current reverse speed, the larger the values ​​of the first and second preset distances. Specifically, a higher reverse speed results in a longer braking distance; increasing the first preset distance provides more braking space for the stopping action, ensuring effective stopping before a collision. Conversely, a lower reverse speed results in a shorter braking distance; decreasing the first preset distance avoids prematurely triggering the stopping action, reducing unnecessary intervention in normal operations.

[0079] In practical implementation, the first and second preset distances can be obtained based on the load status as follows: the greater the load, the larger the values ​​of the first and second preset distances. A fully loaded mine car has much greater inertia than an empty one, requiring a longer braking distance at the same speed. Therefore, a larger trigger distance is needed to ensure that the braking action can effectively prevent a collision.

[0080] In practical implementation, the first and second preset distances can be obtained based on the road slope as follows: when the autonomous vehicle is reversing downhill, the greater the slope, the larger the values ​​of the first and second preset distances. When reversing downhill, the gravity component will offset part of the braking force, extending the braking distance. Increasing the trigger distance can compensate for the braking performance degradation caused by the slope.

[0081] The three factors mentioned above can be used individually or in combination. When used in combination, the first and second preset distances are dynamic values ​​calculated by combining the current reverse speed, load status, and road slope. For example, the distance compensation amount for each of the three factors can be calculated separately, and then the distance compensation amount can be superimposed with the base distance value to obtain the final first and second preset distances.

[0082] In some examples, the first and second preset distances can also be determined based on the braking response time. Braking response time refers to the time delay between the issuance of a braking command by the safety control method and the actual establishment of effective braking torque by the braking actuator. Braking response time includes command transmission delay, mechanical action delay of the braking actuator, and hydraulic or pneumatic pressure rise delay during the braking force establishment process. The longer the braking response time, the greater the time interval between the issuance of the command and the actual start of vehicle deceleration, and the longer the unloaded distance the vehicle travels backward during this period. To compensate for the impact of the unloaded distance on the protective effect, the values ​​of the first and second preset distances increase with the increase of the braking response time.

[0083] When the present invention uses a pre-setting method, the first and second preset distances are fixed values. The system is simple to implement; it can be used directly after parameter calibration, without the need for real-time collection of additional information such as reversing speed, load status, and road slope. This reduces the requirements for sensor configuration and computing resources, making it suitable for mining scenarios where operating conditions are relatively fixed and vehicle load variations are minimal. When the present invention uses a dynamic adjustment method, the first and second preset distances adaptively adjust according to changes in actual operating parameters, ensuring that the trigger threshold always matches the current braking capacity. This balances the reliability of safety protection with the continuity of operation in scenarios with large fluctuations in operating conditions. Both schemes can be selected based on the actual configuration level of the unmanned vehicle and the characteristics of mining operations, flexibly adapting to engineering needs of varying complexity.

[0084] Optionally, in some embodiments, after the autonomous vehicle performs a braking action, when the distance is less than or equal to a second preset distance, after the control isolation component pops out, the safety control method further includes: changing the system state of the autonomous vehicle to a pending reset state. In the pending reset state, the autonomous driving function of the autonomous vehicle is disabled, and the acquisition of environmental data is stopped.

[0085] In some embodiments, the protected device includes at least one of a lidar, a millimeter-wave radar, and a camera. The lidar is used to acquire first environmental data within a fifth preset distance of the rear of the vehicle body, the millimeter-wave radar is used to acquire second environmental data within a sixth preset distance of the rear of the vehicle body, and the camera is used to acquire image data of the rear of the vehicle body. The fifth preset distance is greater than the sixth preset distance, and the sixth preset distance is greater than the first preset distance. In the above embodiments, the lidar has the largest sensing range, covering the area within the fifth preset distance, and is used to acquire environmental information over a larger area of ​​the rear. The millimeter-wave radar has a central sensing range, covering the area within the sixth preset distance, which is smaller than the fifth preset distance. The millimeter-wave radar provides more focused mid-range area data within the lidar's sensing range.

[0086] LiDAR and millimeter-wave radar work together to improve perception accuracy and adaptability to different operating conditions. In terms of perception accuracy, LiDAR offers higher detection precision than millimeter-wave radar, serving as the primary sensor to provide high-precision initial environmental data.

[0087] In terms of operational adaptability, when dust or rain / fog in the mining area degrades the performance of the lidar, millimeter-wave radar takes over the data acquisition function. Utilizing the penetrating power of millimeter waves in harsh environments, it maintains the continuity of tail-end perception, serving as a redundant sensor for lidar in special circumstances. Lidar acquires primary environmental data over a larger tail-end area, while millimeter-wave radar supplements this with secondary environmental data when lidar is limited. Lidar prioritizes perception accuracy, while millimeter-wave radar provides backup for environmental adaptability, forming a complementary perception layout that balances accuracy and reliability. Thus, lidar and millimeter-wave radar complement each other in environmental adaptability, jointly providing dual protection for tail-end perception.

[0088] The camera can be configured in several ways. In one configuration, the camera operates continuously, acquiring image data from behind the vehicle's rear end throughout the entire process, providing continuous video recording and real-time object classification for environmental perception. In another configuration, the camera activates only after LiDAR or millimeter-wave radar detects an object behind the vehicle's rear end, classifying and confirming the object, reducing unnecessary working time, and lowering data processing load and energy consumption.

[0089] In the above embodiment, after the isolation component pops out, the system state of the autonomous vehicle is changed to a pending reset state. The pending reset state is a special operating mode for autonomous vehicles, in which the autonomous driving function is disabled and the acquisition of environmental data is stopped.

[0090] Autonomous driving functionality is disabled when the driverless vehicle no longer responds to at least one driving command issued by the autonomous driving system. Driving commands include reverse, forward, and steering commands. The types of driving commands that are disabled can be configured according to safety policies. In one configuration, the reverse command is disabled to prevent the driverless vehicle from continuing to move towards an obstacle. In another configuration, both reverse and steering commands are disabled, with only the forward command remaining enabled.

[0091] It should be noted that when the forward movement command is not prohibited, the autonomous vehicle can still respond to forward movement commands issued by the autonomous driving system, actively adjusting its position by slowly moving forward to gradually increase the distance between its rear and obstacles. When the real-time distance recovers to a level greater than or equal to a third preset distance, the safety control method controls the retraction of the isolation component, thereby exiting the waiting-to-reset state and restoring normal operating capabilities. This configuration allows the autonomous vehicle to autonomously complete position adjustment and safety restoration without waiting for manual intervention after the isolation component deploys, improving the automation level of the entire protection and recovery process.

[0092] The cessation of environmental data acquisition refers to the autonomous vehicle suspending the collection and processing of rear-end environmental data. This includes suspending data reading from the distance detection device, suspending obstacle recognition and tracking, and suspending real-time modeling of the rear area. The reason for stopping environmental data acquisition is that the deployed isolation component physically covers or obstructs the rear sensors. At this point, the data collected by the rear sensors can no longer accurately reflect the actual distance to obstacles behind. Continuing to collect and process this data would generate invalid or erroneous environmental information, affecting the system's judgment of the safety status. Furthermore, when the isolation component uses a large-area protective barrier that completely covers the detection range of the rear sensors, the protected devices will only detect the isolation component itself, not the obstacles behind. For example, if the deployed isolation component completely covers all rear sensors, the sensor's detection signal will be reflected by the isolation component within a very short distance and cannot penetrate the isolation component to reach the rear area. Because the aforementioned detection data has no reference value for rear obstacles, stopping the acquisition of rear environmental data avoids unnecessary energy consumption caused by the continuous operation of sensors and data processing units.

[0093] In the pending reset state, the autonomous vehicle is in a controlled, stationary waiting state. Exiting the pending reset state requires specific conditions to be met, such as the isolation component retracting and the system self-test passing. The pending reset state provides a clear safe transition zone between the deployment of the isolation component and the resumption of normal operation. Within this safe transition zone, all autonomous driving-related actions and environmental data acquisition-related actions are stopped, thus preventing abnormal vehicle movement due to misoperation or misjudgment, or incorrect data output from obstructed rear sensors leading to system decision-making confusion.

[0094] Optionally, in some embodiments, when the distance between the autonomous vehicle and the obstacle cannot be obtained, the autonomous vehicle is controlled to perform a braking action.

[0095] In the above embodiments, when the distance between the autonomous vehicle and the obstacle cannot be obtained, the safety control method no longer waits for the distance data to be recovered, and directly controls the autonomous vehicle to perform a braking action.

[0096] The inability to obtain the distance between the autonomous vehicle and the obstacle means that the distance detection device cannot provide effective distance values ​​to the safety control method.

[0097] In practice, situations that prevent the determination of the distance between the autonomous vehicle and obstacles may include: hardware failure of the ranging component, complete obstruction of the ranging component's detection signal transmission or the receiving unit in the ranging component by mud or dust, interruption of the communication link between the ranging component and the processing unit, and the continuous deviation of the data output by the ranging component from its effective range.

[0098] In practical implementation, the safety control method can determine whether communication is interrupted by detecting whether the refresh frequency of distance data is lower than a preset threshold, whether the data is abnormal by verifying whether the distance data is within the effective measurement range, or whether a hardware malfunction has occurred by receiving fault codes actively reported by the distance detection device. When the safety control method fails to receive valid distance data within a preset continuous detection period, it determines that it is currently in a state where distance cannot be acquired.

[0099] Once the safety control method determines that the distance cannot be obtained, it immediately generates a braking command to control the autonomous vehicle to perform the braking action. The braking action is executed in the same way as the braking action triggered when the distance is less than or equal to a first preset distance.

[0100] Through the processing method described in this invention, the safety control method can still ensure the safety of the vehicle and its rear-end equipment even under extreme conditions where the sensing link fails. In the harsh working environment of mining areas with high dust, strong vibration, and high humidity, the rear-end distance detection device faces the risk of being covered by mud and water or becoming loose due to vibration. This invention ensures that even in the most unfavorable situation where the distance detection device completely fails, the unmanned vehicle will not continue to reverse without sensing protection, fundamentally eliminating blind reversing collision accidents caused by sensor failure.

[0101] In some embodiments, the system state of the autonomous vehicle is changed to a pending reset state. In the pending reset state, the autonomous driving function of the autonomous vehicle is prohibited and the acquisition of environmental data is stopped. The system state further includes: when a reset confirmation command is received in the pending reset state and the distance is greater than or equal to a third preset distance, the control isolation component is retracted and the pending reset state is released.

[0102] In the above embodiments, while in the state to be reset, the safety control method continuously monitors whether two conditions are met.

[0103] The first condition is receiving a reset confirmation command, which is an authorization signal allowing the safety control method to execute the retraction action of the isolation component. The source of the reset confirmation command can include at least one of the following: a reset authorization command issued by the operator through a remote monitoring platform; a reset command input by the operator locally on the autonomous vehicle via a physical button or interactive interface; or a reset command automatically generated by the autonomous vehicle's automatic driving system after completing a self-test. By introducing a reset confirmation command as a prerequisite for the retraction action, the safety control method ensures that the retraction of the isolation component is not an automatic action triggered solely by distance conditions, but rather a explicitly authorized and controlled action.

[0104] The second condition is that the real-time distance between the autonomous vehicle and the obstacle is greater than or equal to a third preset distance. The value of the third preset distance is used to confirm that the rear has sufficient safety margin. When the autonomous vehicle is in a pending reset state, the safety control method continues to acquire distance data. It should be noted that if environmental data acquisition is stopped in the pending reset state, the safety control method can temporarily resume the rear distance detection function after receiving a reset confirmation command to obtain the current distance value for judgment; alternatively, it can maintain the independent operation of the rear distance detection function in the pending reset state, only disabling high-level perception functions such as obstacle recognition and tracking, and real-time modeling of the rear area, in order to continuously acquire distance data for reset condition judgment.

[0105] When the safety control method determines that both the reset confirmation command has been received and the real-time distance is greater than or equal to a third preset distance, the safety control method retracts the isolation component and removes the autonomous vehicle's system state from the pending reset state. After the system state is removed, the autonomous vehicle resumes normal autonomous driving functions and continues to acquire environmental data, and can continue to perform subsequent reversing operations or other driving tasks. If either of the two conditions is not met, the safety control method maintains the pending reset state, the isolation component remains in the pop-up position, and continues to provide physical protection for the rear equipment.

[0106] By setting a reset confirmation command and a distance recovery condition as a joint criterion for exiting the pending reset state, the safety control method achieves dual oversight of the isolation component retraction action, ensuring the safety and compliance of this action.

[0107] like Figure 2As shown, a second aspect of the present invention provides a safety control system 30 for an unmanned vehicle. The unmanned vehicle includes a vehicle body, a ranging component, a protected device, an isolation component, and a control module. The ranging component is located at the rear of the vehicle body, and the isolation component is also located at the rear of the vehicle body. The isolation component protects the protected device. The control module is communicatively connected to both the ranging component and the isolation component. The protected device is located at the rear of the vehicle body and is used to acquire environmental data from the rear of the vehicle body. The isolation component has a detection hole through which the ranging component can acquire the distance between the rear of the vehicle body and an obstacle. The safety control system includes: a distance detection... The measurement module 302 is used to obtain the distance between the rear of the vehicle body and the obstacle in real time through the ranging component when the unmanned vehicle starts autonomous driving backward operation; the first execution module 304 is used to control the unmanned vehicle to perform a braking action when the distance is less than or equal to a first preset distance; the second execution module 306 is used to control the isolation component to pop out when the distance is less than or equal to a second preset distance after the unmanned vehicle performs the braking action; the third execution module 308 is used to control the isolation component to retract when the distance is greater than or equal to a third preset distance after the isolation component pops out; wherein, the third preset distance is greater than the first preset distance, and the first preset distance is greater than the second preset distance.

[0108] A second aspect of the present invention relates to a safety control system 30 for use in autonomous vehicles.

[0109] The distance detection module 302 is used to obtain the distance between the rear of the autonomous vehicle and an obstacle in real time through a ranging component when the autonomous vehicle is engaged in autonomous driving reversing operations. The distance between the autonomous vehicle and the obstacle is obtained through a ranging component installed at the rear of the autonomous vehicle. The ranging component emits a detection signal to the rear at a fixed frequency and receives the reflected signal. The distance between the rear and the obstacle is obtained by calculating the time of flight or phase difference of the signal.

[0110] The first execution module 304 is used to control the autonomous vehicle to perform a braking action when the distance is less than or equal to a first preset distance. The first preset distance is a threshold distance that triggers the braking action. The braking action refers to braking measures that cause the vehicle to stop quickly, including but not limited to applying maximum service braking, cutting off power output, or activating emergency braking function.

[0111] The second execution module 306 is used to control the isolation component to pop out when the distance is less than or equal to a second preset distance after the autonomous vehicle performs a braking action, wherein the second preset distance is less than a first preset distance. The second preset distance is a threshold distance that triggers the isolation component to pop out.

[0112] After the braking command is issued, the distance between the autonomous vehicle and the obstacle may continue to decrease due to factors such as vehicle inertia, slippery road surface, or braking system response delay. Therefore, after issuing the braking command, the real-time distance continues to be acquired and monitored. When it is determined that the real-time distance has further decreased to a second preset distance or below, it is determined that the braking action has failed to completely prevent the vehicle from approaching the obstacle, and the risk of collision has escalated. At this point, a pop-out command is immediately generated and sent to the isolation component. Upon receiving the pop-out command, the isolation component pops out and unfolds, forming a physical barrier between the rear of the autonomous vehicle and the obstacle behind it, providing physical protection for the rear equipment. By providing a second layer of physical protection after the braking action, even in the event of low-speed contact, damage is absorbed by the isolation component, thus protecting the rear equipment. Furthermore, since the second preset distance is less than the first preset distance, the isolation component is only triggered when the braking action has indeed failed to prevent the distance from decreasing, avoiding unnecessary pop-out actions.

[0113] The third execution module 308 is used to control the isolation component to retract when the distance after the isolation component pops up is greater than or equal to a third preset distance, where the third preset distance is greater than a first preset distance. The third preset distance is a threshold distance that triggers the retraction of the isolation component.

[0114] After the isolation components deploy, the autonomous vehicle is in a physically protected state, at which point it is necessary to increase the distance between the autonomous vehicle and the obstacle. Specifically, there are several ways to increase the distance between the rear and the obstacle. For example, the obstacle can be removed, allowing the rear space to naturally return to a safe distance. Another example is that an operator can manually drive the autonomous vehicle forward, moving the rear of the vehicle away from the obstacle. Yet another example is that the autonomous vehicle restarts after braking, with the autonomous driving system controlling the vehicle to move forward and actively adjusting its position.

[0115] As the distance between the rear and the obstacle increases, the real-time distance continues to be acquired and monitored. When it is determined that the real-time distance has risen to the third preset distance or above, it is determined that there is no longer a collision threat to the rear and the safety conditions have been restored. At this point, a retraction command is generated and sent to the isolation component. After receiving the retraction command, the isolation component retracts to its initial position, and the rear of the autonomous vehicle returns to its normal state, allowing subsequent operations to continue. By restoring the rear of the vehicle body to its normal state, subsequent operations can continue.

[0116] This invention uses a braking action as the first line of defense, which can prevent collisions in most cases. The deployment of the isolation component acts as the second line of defense, providing physical protection when braking effectiveness diminishes. These two lines of defense are independent yet progressively stronger. Furthermore, tiered triggering avoids frequent work interruptions caused by single emergency stops. The isolation component only deploys when the braking action fails to prevent the distance from decreasing, and its retraction is automatic once safety conditions are met, requiring no manual intervention and minimizing the impact of protective actions on production rhythm. In addition, the entire control loop, from braking to isolation component deployment and retraction, is completed automatically, meeting the requirements for autonomous operation in unmanned mining operations. Moreover, the first, second, and third preset distances can all be calibrated and adjusted according to vehicle type, load status, and operating scenario, demonstrating strong versatility and adaptability to different types of unmanned mining trucks and various mining environments.

[0117] like Figure 3 As shown, a third aspect of the present invention provides a safety control system 50 for an unmanned vehicle, comprising: a processor 502; and a memory 504, wherein the memory 504 stores a program or instructions, and the processor 502 implements the steps of the safety control method as described in any of the above embodiments when executing the program or instructions in the memory 504.

[0118] The safety control system 50 proposed in this invention implements the steps of the above-mentioned safety control method when the program in the memory 504 is executed by the processor 502, and can achieve the technical effects of any of the above embodiments, which will not be repeated here.

[0119] A fourth aspect of the present invention provides a storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the security control method as described in any of the above embodiments.

[0120] The storage medium proposed in this invention, when the computer program is executed by the processor, implements the steps of the above-described security control method, and can achieve the technical effects of any of the above embodiments, which will not be elaborated further.

[0121] A storage medium can be a tangible device that holds and stores instructions for use by an instruction execution device. Storage media can be, but is not limited to, electronic storage devices, magnetic storage devices, optical storage devices, electromagnetic storage devices, semiconductor storage devices, or any suitable combination of the foregoing. A non-exhaustive list of more specific examples of storage media includes: portable computer floppy disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), static random-access memory (SRAM), portable optical disc read-only memory (CD-ROM), digital versatile disc (DVD), memory cards, floppy disks, encoding mechanisms (e.g., punched cards or grooves with raised structures for recording instructions), and any suitable combination of the foregoing. The storage medium used here should not be understood as the transmitted signal itself, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through waveguides or other transmission media, or electrical signals transmitted through wires.

[0122] like Figure 4 and Figure 5 As shown, a fifth aspect of the present invention provides an unmanned vehicle 40, comprising: a vehicle body 402; a ranging component 404 connected to the vehicle body 402 and located at the rear of the vehicle body 402; a protected device 406 connected to the vehicle body 402 and located at the rear of the vehicle body 402, the protected device 406 being used to acquire environmental data of the rear of the vehicle body 402; an isolation component 408 connected to the vehicle body 402 and located at the rear of the vehicle body 402, the isolation component 408 being used to protect the protected device 406; and a control module 410 communicatively connected to the ranging component 404 and the isolation component 408, the control module 410 being used to execute the steps of the safety control method of any of the above embodiments; wherein, the isolation component 408 is provided with a detection hole 412, through which the ranging component 404 can acquire the distance between the rear of the vehicle body 402 and an obstacle.

[0123] In the above embodiment, the unmanned vehicle 40 includes a vehicle body 402, a ranging component 404, a protected device 406, and an isolation component 408. The vehicle body 402 is the mechanical structure of the unmanned vehicle 40, used to carry the power system, transmission system, on-board electronic control system, and various rear functional components. The ranging component 404 is connected to the vehicle body 402 and located at the rear of the vehicle body 402. The ranging component 404 is used to obtain the distance between the rear of the unmanned vehicle 40 and obstacles behind it when the unmanned vehicle 40 engages autonomous driving and reverses. The ranging component 404 can be a laser rangefinder, horizontally fixed at the rear of the vehicle body 402, with the detection direction perpendicular to the rear, ensuring unobstructed full coverage detection of the area behind the mining truck. The ranging component 404 can also be an ultrasonic sensor or millimeter-wave radar. The ranging component 404 transmits the collected distance data to the distance detection module of the safety control system in real time, providing input data for subsequent distance comparison and trigger judgment.

[0124] The protected device 406 is connected to the vehicle body 402 and located at the rear of the vehicle body 402. The protected device 406 is used to acquire environmental data at the rear of the vehicle body 402. The protected device 406 can be at least one of LiDAR, millimeter-wave radar, and camera. The environmental data refers to the data collected by the protected device 406 in the area behind the rear of the autonomous vehicle 40, which describes the state of the environment around the vehicle. The environmental data is used to provide environmental perception information for the autonomous driving function of the autonomous vehicle 40.

[0125] The isolation component 408 is connected to the vehicle body 402 and located at the rear of the vehicle body 402. The isolation component 408 protects the protected device 406. Upon receiving a pop-up command, it pops up and unfolds, forming a physical barrier between the rear of the autonomous vehicle 40 and any obstacles behind it, providing physical protection for the protected device 406. The isolation component 408 can be an electrically retractable protective baffle, integrated and installed outside the sensors at the rear of the vehicle body 402, completely covering the fragile equipment at the rear, with a retraction range adapted to protection requirements. The isolation component 408 can also be an electromagnetically driven rotary baffle or a spring-driven pop-up baffle. The isolation component 408 receives pop-up commands from the second execution module and retraction commands from the third execution module in the safety control system, completing the corresponding mechanical actions.

[0126] In some examples, the isolation component 408 is located outside the protected device 406 and / or the ranging component 404, and the isolation component 408 covers the protected device 406 in the pop-up state.

[0127] The ranging component 404 and the isolation component 408 are arranged collaboratively at the rear of the vehicle body 402. The isolation component 408 has a detection hole 412, the position of which corresponds to the position of the ranging component 404. In normal operation, the isolation component 408 is in the retracted position, and the ranging component 404 detects rearwards without obstruction to obtain accurate distance data. When the isolation component 408 is in the deployed position, it extends behind the protected device 406 and the ranging component 404. The protected device 406 is covered or obstructed by the isolation component 408, and stops acquiring environmental data. The ranging component 404 continues to acquire the distance between the rear of the vehicle body 402 and obstacles through the detection hole 412 on the isolation component 408, ensuring uninterrupted distance data acquisition.

[0128] It should be noted that, as Figure 4 As shown, to clearly demonstrate the positional relationship between the detection hole 412 on the isolation component 408 and the ranging component 404, Figure 4 The isolation component 408 is partially shown in perspective. The blank areas on the isolation component 408 correspond to the locations of the probe holes 412. These blank areas are intended to indicate the location of the probe holes 412 and do not indicate any structural break or separation in the isolation component 408 at these blank areas. In the actual structure, the isolation component 408 is a continuous whole, and the probe holes 412 are through-hole structures formed on the isolation component 408.

[0129] It should be noted that, as Figure 5 As shown, the ranging component 404 is located inside the detection hole 412, and the detection end face of the ranging component 404 faces the detection hole 412. The diameter of the detection hole 412 is larger than the detection end face of the ranging component 404. Therefore, the detection path of the ranging component 404 passes through the detection hole 412. Even when the isolation component 408 is in the pop-out position, the ranging component 404 can still obtain the distance data between the rear of the vehicle body 402 and the obstacle through the detection hole 412.

[0130] In this embodiment of the invention, the ranging component 404 includes any one or any combination of a laser rangefinder, an ultrasonic sensor, a millimeter-wave radar, a lidar, and an infrared ranging sensor. The isolation component 408 includes any one of an electrically retractable protective barrier, an electrically rotating protective barrier, a spring-loaded protective barrier, a hydraulically driven protective barrier, a pneumatically driven protective barrier, a flexible protective curtain, and an airbag-type isolation component.

[0131] In some examples, the control module 410 is integrated into the onboard electronic control system of the autonomous vehicle 40.

[0132] In the above structural arrangement, the ranging component 404, the protected device 406, and the isolation component 408 form a collaborative two-level protection layout at the rear of the vehicle body 402. The ranging component 404, located at the rear, can directly perceive distances to obstacles behind it, providing real-time, continuous distance input for safety control methods. The protected device 406, also located at the rear, acquires environmental data, providing environmental perception information for autonomous driving functions. The isolation component 408 is integrated outside the protected device 406 and the ranging component 404. When not triggered, it is in a retracted position, not obstructing the detection path of the ranging component 404, ensuring the accuracy and integrity of distance data under normal operating conditions. When the collision risk escalates and the isolation component 408 deploys, it forms a physical barrier between the protected device 406 and the rear obstacle, absorbing the potential contact force. The ranging component 404 and the protected device 406 are completely protected inside the isolation component 408. The ranging component 404 continues to maintain distance perception through the detection hole 412 on the isolation component 408, unaffected by the pop-up of the isolation component 408. The control module 410 is communicatively connected to the ranging component 404 and the isolation component 408. The control module 410 receives the distance data collected by the ranging component 404, performs distance comparison and trigger judgment, and sends pop-up and retraction commands to the isolation component 408. Thus, the ranging component 404 is responsible for risk perception, the protected device 406 is responsible for environmental perception, the isolation component 408 is responsible for protection, and the control module 410 is responsible for decision-making and command issuance. The three functions complement each other and are arranged in a stacked manner in space, achieving a seamless connection from perception to decision-making to protection.

[0133] In the claims, description, and accompanying drawings of this invention, the term "plural" refers to two or more. Unless otherwise explicitly defined, the terms "upper," "lower," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and simplifying the descriptive process, and are not intended to indicate or imply that the device or element referred to must have the described specific orientation, or be constructed and operated in a specific orientation. Therefore, these descriptions should not be construed as limiting the invention. The terms "connected," "installed," "fixed," etc., should be interpreted broadly. For example, "connected" can be a fixed connection between multiple objects, a detachable connection between multiple objects, or an integral connection; it can be a direct connection between multiple objects or an indirect connection between multiple objects through an intermediate medium. For those skilled in the art, the specific meaning of the above terms in this invention can be understood based on the specific circumstances described above.

[0134] In the claims, description, and accompanying drawings of this invention, the terms "one embodiment," "some embodiments," "specific embodiment," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the invention. In the claims, description, and accompanying drawings of this invention, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0135] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A safety control method, characterized in that, For an autonomous vehicle, the autonomous vehicle includes a vehicle body, a ranging component, a protected device, an isolation component, and a control module. The ranging component is disposed at the rear of the vehicle body, and the isolation component is disposed at the rear of the vehicle body. The isolation component is used to protect the protected device. The control module is communicatively connected to the ranging component and the isolation component. The protected device is disposed at the rear of the vehicle body and is used to acquire environmental data of the rear of the vehicle body. The isolation component is provided with a detection hole, through which the ranging component can acquire the distance between the rear of the vehicle body and an obstacle. The safety control method includes: When the driverless vehicle starts autonomous driving and reverses, the distance between the rear of the vehicle body and the obstacle is obtained in real time through the ranging component. When the distance is less than or equal to the first preset distance, the driverless vehicle is controlled to perform a braking action; After the autonomous vehicle performs a braking action, when the distance is less than or equal to a second preset distance, the isolation component is controlled to pop out; After the isolation component is deployed, if the distance is greater than or equal to a third preset distance, the isolation component is controlled to retract. Wherein, the third preset distance is greater than the first preset distance, and the first preset distance is greater than the second preset distance.

2. The safety control method according to claim 1, characterized in that, Before controlling the autonomous vehicle to perform a braking action when the distance is less than or equal to a first preset distance, the safety control method further includes: When the distance is less than or equal to the fourth preset distance and greater than the first preset distance, the driverless vehicle is controlled to decelerate and reverse. Wherein, the fourth preset distance is greater than the first preset distance, and the fourth preset distance is less than the third preset distance.

3. The safety control method according to claim 1, characterized in that, The first preset distance and the second preset distance are preset; or The first preset distance and the second preset distance are obtained based on at least one of the current reverse speed of the unmanned vehicle, its load status, and the road slope.

4. The safety control method according to any one of claims 1 to 3, characterized in that, After the autonomous vehicle performs a braking action, when the distance is less than or equal to the second preset distance, the safety control method further includes, after controlling the isolation component to deploy, the following: The system state of the autonomous vehicle is changed to a pending reset state. In the pending reset state, the autonomous driving function of the autonomous vehicle is disabled, and the acquisition of environmental data is stopped.

5. The safety control method according to any one of claims 1 to 3, characterized in that, When the distance between the autonomous vehicle and the obstacle cannot be determined, the autonomous vehicle is controlled to perform a braking action.

6. The safety control method according to any one of claims 1 to 3, characterized in that, The first preset distance is 20 centimeters, the second preset distance is 5 centimeters, and the third preset distance is 50 centimeters.

7. A safety control system, characterized in that, For an autonomous vehicle, the autonomous vehicle includes a vehicle body, a ranging component, a protected device, an isolation component, and a control module. The ranging component is located at the rear of the vehicle body, and the isolation component is located at the rear of the vehicle body, serving to protect the protected device. The control module is communicatively connected to both the ranging component and the isolation component. The protected device, located at the rear of the vehicle body, is used to acquire environmental data from the rear of the vehicle body. The isolation component has a detection hole through which the ranging component can acquire the distance between the rear of the vehicle body and an obstacle. The safety control system includes: The distance detection module is used to obtain the distance between the rear of the vehicle body and the obstacle in real time through the ranging component when the unmanned vehicle starts autonomous driving and reverses. The first execution module is used to control the unmanned vehicle to perform a braking action when the distance is less than or equal to a first preset distance; The second execution module is used to control the isolation component to pop out when the distance is less than or equal to a second preset distance after the unmanned vehicle performs a braking action; The third execution module is used to control the isolation component to retract when the distance is greater than or equal to a third preset distance after the isolation component is popped out. Wherein, the third preset distance is greater than the first preset distance, and the first preset distance is greater than the second preset distance.

8. A safety control system, characterized in that, For use in driverless vehicles, including: processor; A memory storing programs or instructions, wherein the processor, when executing the programs or instructions in the memory, implements the steps of the security control method as described in any one of claims 1 to 6.

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

10. An unmanned vehicle, characterized in that, include: Vehicle body; A ranging component, which is connected to the vehicle body and located at the rear of the vehicle body; The protected device is connected to the vehicle body and located at the rear of the vehicle body. The protected device is used to acquire environmental data at the rear of the vehicle body. An isolation component is connected to the vehicle body and located at the rear of the vehicle body; the isolation component is used to protect the protected device. A control module, which is communicatively connected to the ranging component and the isolation component, is used to execute the steps of the safety control method as described in any one of claims 1 to 6; The isolation component is provided with a detection hole, and the ranging component can obtain the distance between the rear of the vehicle body and the obstacle through the detection hole.

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