CA2041373C - Vehicle guidance system - Google Patents
Vehicle guidance systemInfo
- Publication number
- CA2041373C CA2041373C CA 2041373 CA2041373A CA2041373C CA 2041373 C CA2041373 C CA 2041373C CA 2041373 CA2041373 CA 2041373 CA 2041373 A CA2041373 A CA 2041373A CA 2041373 C CA2041373 C CA 2041373C
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- CA
- Canada
- Prior art keywords
- vehicle
- control system
- vehicle control
- path
- sensor
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
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Abstract
ABSTRACT OF THE DISCLOSURE
A control system for guiding a free-steered vehicle such as a dump truck used in a mining environment along a path. In one preferred embodiment there is a scanning laser directed upwardly to scan a coded reference of retroreflective material mounted above the vehicle on a mine roof. There is a sensor to detect laser signals retroreflected from the reference, the sensor and laser forming a laser unit. The vehicle is center-articulated and there is a laser unit on each of the bogeys. The rear bogey has a dump box and the rear unit is retractably mounted on the underside of the dump box. The units are connected to a microprocessor to which are relayed signals from the laser sensor and which directs vehicle operations in response thereto. The coded reference has a central longitudinal guidance strip and on each side there is a set of bar code markers and speed markers. When travelling in one direction along the path the guidance strip and one of the sets of bar code markers and speed markers provide instructions for guidance of the vehicle and to direct other operations such as dumping. When travelling in the other direction along the path the guidance strip and the other set of markers provide instructions for the microprocessor. In another preferred embodiment the path is endless and only one guidance strip and set of markers is required. Further optional aspects of the system include a microwave based collision avoidance system, and an infrared signal-based remote control system.
A control system for guiding a free-steered vehicle such as a dump truck used in a mining environment along a path. In one preferred embodiment there is a scanning laser directed upwardly to scan a coded reference of retroreflective material mounted above the vehicle on a mine roof. There is a sensor to detect laser signals retroreflected from the reference, the sensor and laser forming a laser unit. The vehicle is center-articulated and there is a laser unit on each of the bogeys. The rear bogey has a dump box and the rear unit is retractably mounted on the underside of the dump box. The units are connected to a microprocessor to which are relayed signals from the laser sensor and which directs vehicle operations in response thereto. The coded reference has a central longitudinal guidance strip and on each side there is a set of bar code markers and speed markers. When travelling in one direction along the path the guidance strip and one of the sets of bar code markers and speed markers provide instructions for guidance of the vehicle and to direct other operations such as dumping. When travelling in the other direction along the path the guidance strip and the other set of markers provide instructions for the microprocessor. In another preferred embodiment the path is endless and only one guidance strip and set of markers is required. Further optional aspects of the system include a microwave based collision avoidance system, and an infrared signal-based remote control system.
Description
2~1373 This invention relates generally to a vehicle control system for directing a free-steered vehicle operating along a predetermined path. In particular, this invention relates to a control system having a re*lective code mounted along the path such as in a mine, wave form signal producing and sensor means mounted on the vehicle and a microprocessor for directing various operations of the vehicle in response to the code and to automated vehicles.
Mining operations are labor intensive. The automation of certain operations, particularly those which are largely repetitive has certain advantages. There is the potential of labor savings and a lower risk of harmful accidents.
In particular, for example, in underground mines haulage trucks are used to transport mined material from the mine stope along a drift or tunnel to a box hole where the material is dumped. The current practice involving operator driven trucks has a number of disadvantages. The operator's cab is located at the front of the truck and the rear view from the cab is thus obstructed. Forward operation of the truck in the tunnel is therefore preferred and a turn-around zone for the truck is provided at either end of the tunnel. Excavation of the turn-around zones adds expense to the mining operation.
Additionally, turning the truck around increases the 2~1373 length of time of each trip and increases wear on the truck and in particular its tires. Operation of large mining vehicles is a source of back injury to drivers.
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Thexe is known Canadian Patent No. 1,135,813 which describes a line follower vehicl2 having a scanning head.
A fluorescent guide line is floor-mounted and code spikes project laterally from the line. A light on the vehicle causes the line to fluoresce and a sensing head detects the fluorescence. A microprocessor is connected to the sensing head and vehicle controls to guide the vehicle along the fluorescing guide line. Additional commands which, for example, cause the vehicle to follow along the right or left side of a fork in the guide line are followed in response to the detection of a spike.
U.S. Patent 3,628,624 of Biere Patent AG describes a guidance system for self-propelled trackless carriages. A
strip of conductive iron is laid down the center of the guidepath from which sensors mounted below the carriage can assess the relative position of the vehicle. The vehicle has two driving wheels and is steered by adjustments of torque to the driviny wheels. Coded magnets located at various positions along the pathway are used to provide command information. This command 20~373 information is acquired by use of a different set of sensors than is used for the primary guidance function.
Canadian Patent 1,193,696 assigned to Imperial Chemical Industries PLC describes a vehicle guidance system particularly for use in agriculture. The system provides information to an operator of a tractor so that a field may be efficiently covered without overlap. A vertically scanning laser is forwardly directed and a retroreflective fixed target at the end of a straight path reflects the laser signal. The target is coded so that deviations of the tractor from the path are sensed and an appropriate signal sent to the operator so that steering may be corrected.
A vehicle control system for use in any mining operation, under or aboveground, should satisfy a number of criteria. It preferably: functions with a vehicle which weighs several tons, even when empty; functions with a vehicle operating on an uneven surface which may also be sloped; and functions in the dirt and dust o~ a mine~
Preferably, a control system also controls a vehicle being driven in forward and reverse directions. This, in many instances, eliminates the need to turn the guided vehicle .
2 ~ 4~
~' around ~t each end of its path and thus saves time and vehicle wear. It may reduce or eliminate the need for turn-around zones.
~, Further, the system preferably has a collision avoidance system so as to avoid running into other vehicles, personnel, etc.
It is preferable that the control system may be used to retrofit an existing vehicle.
Preferably, the control system directs other vehicle operations such as stopping at predetermined locations, dumping at one or more predetermined locations, and testing of vehicle brakes. Further, the system preferably monitors various aspects of vehicle function such as oil pressure and engine temperature.
In a broad aspect, this invention provides a vehicle control system for directing vehicle operations, including guidance of the vehicle forwardly and rearwardly along a predetermined path. There is a retroreflective coded longitudinal reEerence means elevatedly mounted above ground level along the path. There is a first scanning wave-form signal producing means mounted on the forward 2~ 373 portion of the vehicle and a first sensor means associated with the first signal producing means mounted on the forward portion of the vehicle. The signal producing means and sensor means are "associated", that is mounted such that the sensor means may receive signals which have been deflected or "retroreflected" back along a path parallel to and substantially the same as the path of a signal emitted from the signal producing means. There is also a second scanning wave-form signal producing means and associated sensor means mounted on a rearward portion of the vehicle. The first signal producing means and its associated sensor means are mounted on the vehicle and the coded reference means is mounted such that the signal producing means and the sensor means are in a retroreflective path of the reference means when the vehicle is positioned to travel forwardly along the path.
Correspondingly, the second signal producing means and its associated sensor means are mounted on the vehicle and the reference means is mounted so that the second signal producing means and the second sensor means are also in a retroreflective path of the reference means when the vehicle is positioned to travel rearwardly along the path. There is a microprocessor means operably connected to the signal producing and sensor means such that signals emitted from either of the scanning signal producing means retroreflected by the coded reference means and detected 2 ~ 7 ~
by the associated sensor means may be relayed from the sensor to the microprocessor means where they are processed. Directing means for vehicle operations such as ~teering and braking are responsively connectPd to the microprocessor means and may be controlled according to the processed signals whereby the vehicle is directed to move forwardly and rearwardly along the path.
-Preferably each signal producing means is a scanning laserwhich is mounted to scan a path transversely of the longitudinal reference means so as to cross the width of the reference means.
In a preferred embodiment, the longitudinal reference means may comprise a guidance strip, code markers containing bar code and speed markers each speed marker being in the shape of a symmetrically tapered trapezoid.
Preferably there are two sets of markers, one set arranged on each side of the guidance strip so that one set along with the guidance strip provides coded information for a vehicle travelling in one direction along the pathO The second set of markers and the guidance strip provide coded information for a vehicle travelling in the second, opposite direction along the path.
20~7~
In another broad aspect, the invention comprises a vehicle control system having a substantially continuous retroreflective coded longitudinal reference means elevatedly mounted along an endless path such as a circle, oval, etc. The reference means comprises a guidance strip, code markers and speed markers. The vehicle has a scanning wave form signal producing means and associated sensor means mounted on it so as to be in a retroreflective path of the reference means when the vehicle is on the path. There is a microprocessor means operably connected to the signal producing means and sensor means for processing signals reflected from the reference means and received by the sensor means.
Directing means are responsively connected to the microprocessor means for directing the vehicle in response to the processed signals whereby the vehicle may be directed to move along the path.
In one preferred aspect, the vehicle is an articulated dumping vehicle.
In preferred embodiments, each coupled or associated signal producing means and sensor means form a unit and in at least one preferred embodiment each unit may be, as appropriate, retractably mounted on the vehicle so as to 37~
have an operable position and a retracted position. In the preferred embodiment for use with a dumping vehicle there is a rearward unit retractably mounted on an underside of the dump box. When the vehicle travels in its rearward direction, the rear unit occupies its operable position, but may be retracted when not in use.
Preferably the unit would be surrounded by a casing when in its retracted position so as to be protected when the dump box is being loaded, for example. Preferably the unit is mounted by means of a hinge or sliding track arrangement and is operably connected to a drive means such as a hydraulically driven cylinder for movement between its operable and retracted positions.
Preferably, and particularly for safety reasons, a collision avoidance system may form part of the vehicle control system. When electromagnetic waves of a predetermined frequency from a transmitter mounted on another object or person are received by a collision avoidance antenna mounted on the automated vehicle certain collision avoidance procedures would be taken under the direction of the microprocessor means. Preferably such a transmitter, worn by a person working in the mine and mounted on other vehicles which may cross the path of the automated vehicle, would actually be a passive transponder 2~37~
g which transmits a signal in response to receipt of a signal, or, alternatively, an active battery powered transponder which transmits a signal on a continual short burst (pulse) basis. For a passive transponder the vehicle thus preferably has mounted onto it a microwave transmitter which transmits a microwave signal of a first frequency. When received by the passive transponder a microwave signal of a second frequency is retransmitted.
A microwave receiver mounted on the truck, relays an electronic signal to the microprocessor means upon receipt of the transmitted or retransmitted signal. The microprocessor then directs the collision avoidance procedure.
An automated vehicle may be, according to a preferred embodiment, provided with a signal sensor, such as an infrared signal sensor operably connected to the microprocessor means whereby certain operations of the truck may be controlled by a remote operator by use of an infrared transmitter. Further a vehicle may be fitted with an infrared transmitter so as to enable preprogrammed communication with a second vehicle having an infrared signal receiver.
2a~37,3 In the drawings, which illustrate embodiments of the -~ invention, .` Figure 1 is a partial cut-away view of a conventional ~ underground mine showing the pat:h along which an operator : driven truck travels;
: Figure 2 is a partial cut-away view of an underground mine showing the path along which an automated vehicle travels;
Figures 3-6 show front, side, top and rear plan views respectively of a typical underground hardrock mining truck located in a drift, retrofitted with a preferred embodiment control system in accordance with this invention;
'' Figure 7 is a schematic diagram of the truck mounted aspect of a preferred embodiment control system showing the computer components, inputs and outputs;
Figure 8 is a three-dimensional view of a transmitting and receiving antenna of the collision avoidance system Figures 9 and 10 are top and side cut-away plan views respectively of the rear scanning laser and sensor unit of a preferred embodiment in a concealed position;
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2~ 3~3 Figures 11 and 12 are top and side cut-away plan views respectively of the rear scanning laser and sensor unit of a preferred embodiment in a deployed position;
Figure 13 is a plan view of a typical layout of a guidance strip, code markers and speed markers as mounted on a mine roof as viewed from below;
Figure 14 is a diagramatic representation of the 90 reading window of the scanning laser component of the preferred embodiment;
Figure 15 illustrates diagramatically the signal read by a sensor due to a single scan of the laser along line 105 of Figure 13;
Figure 16 shows the possible bar code patterns for six event codes of the marker codes of the preferred embodiment of this invention;
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Figure 17 is a top view of the control codes and laser sensors correlating which codes are read by which sensors and the travelling direction of the vehicle;
` 2041 373 Figure 18 is a top view of a turnaround zone in a drift for an automated vehicle according to a preferred embodiment of this invention;
Figure 19 is a top view of a siding in com~ination with a turnaround zone for an automated vehicle according to a preferred embodiment of this invention;
Figure 20 is a top view of a dump zone in a drift for an automated vehicle according to a preferred embodiment of this invention;
Figure 21 is a schematic of a guidance strip, code markers and speed markers of a preferred embodiment control system for use on an endless path vièwed from above:
Figures 22 and 23 are side and top views respectively of a typical underground hardrock mining truck located in a drift, retrofitted with a preferred embodiment control system in ac ordance with this invention;
Figure 24 is a rear view of a typical underground hardrock mining truck located in a drift;
Figure 25 is a top plan view of the rear scanning laser and sensor unit of an alternate preferred embodiment in its concealed position;
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2~41~73 Figure 26 is a partial sectional view of the unit of Figure 25 taken along 26-26; and ' Figure 27 is a partial sectional view of the unit of Figure 25 taken along 27-27, the unit being in its operable position.
; Figure 1 shows a conventional underground mining operation having a turn-around zone 2Q at each end 22, 24 of drift 26. Figure 2 shows a mining operation as envisioned to be made possible by the use of a guided vehicle in which a dump truck follows path 28 directly between stope 30 and box hole 32.
Figures 3-6 show a typical dump truck 34 retrofitted with vehicle components of the control system. The truck is shown in a drift which is, typically, twelve to fi~teen feet in height and fourteen to sixteen feet in width.
~.,, The system microprocessor means are contained in deck enclosure 36 and are made up of a CPU, RS422 interface, laser co-processing interface, digital and analog input and output racks, infrared control relay, collision avoidance transmitter~receiver, proportional steering valve interface, and field terminal strip.
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~, .~ . .
;' .
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2 ~ 3 7 3 A second deck enclosure 38 contains a +5vdc power supply, +/-15vdc power supply, +24vdc power supply, and a 24vdc to 24vac converter.
The truck is equipped with various "system inputs"
including sensors which provide information that is processed by the CPU into "system outputs", in the form of electrical output signals which direct various operations of the truck. The general layout of the control system vehicle components is shown in the schematic diagram of Figure 7.
The system provides a front infrared signal sensor 40 and rear infrared signal sensor 42. The rear sensor is located for protection between the rear tires and under the dump box of the vehicle. There is a handheld infrared transmitter 44 for use by an operator. An operator may use the transmitter to command certain operations of the truck from a remote location. For example, a loaded truck may be set moving in a rearward direction along the path of Figure 2 from the stope 30 towards the box hole 32.
The truck is optionally provided with front and rear infrared signal transmitters 43, 45 respectively, operably connected to the microprocessing system, the use of these being described further below.
2~ 373 There is a front-mounted collis:ion avoidance system 46 and a rear-mounted collision avoidance system 48 mounted in the vicinity of the rear infrared sensor. Each collision avoidance system, operably connected to the microprocessing system, transmi1:s electromagnetic waves of a first predetermined frequency and receives electromagnetic waves of a second predetermined frequency. In the preferred embodiment, the collision avoidance system transmits microwave signals at 912 MHz and receives microwave signals at 1830 MHz. Each of the collision avoidance systems are the same and one is illustrated in Figure 8. It comprises a transmitting antenna 49, test transponder 50, receiver antenna 51 and i~ mounted to the truck by means of isolator and stiffening panel 52. Local transmitters remote from the vehicle which transmit electromagnetic waves at the second prede$ermined wavelength are mounted on other movable things remote from the vehicle but which may cross the path of the vehicle. The receiver of the collision avoidance system, antenna 51, is operably connected to the microprocessor means 50 that the vehicle is directed by the microprocessor to 5top if waves at the second wavelength are received by the antenna. Local transmitters are provided by transponders 53 which are mounted on the clothing of personnel working in the mine, ,
Mining operations are labor intensive. The automation of certain operations, particularly those which are largely repetitive has certain advantages. There is the potential of labor savings and a lower risk of harmful accidents.
In particular, for example, in underground mines haulage trucks are used to transport mined material from the mine stope along a drift or tunnel to a box hole where the material is dumped. The current practice involving operator driven trucks has a number of disadvantages. The operator's cab is located at the front of the truck and the rear view from the cab is thus obstructed. Forward operation of the truck in the tunnel is therefore preferred and a turn-around zone for the truck is provided at either end of the tunnel. Excavation of the turn-around zones adds expense to the mining operation.
Additionally, turning the truck around increases the 2~1373 length of time of each trip and increases wear on the truck and in particular its tires. Operation of large mining vehicles is a source of back injury to drivers.
:~
Thexe is known Canadian Patent No. 1,135,813 which describes a line follower vehicl2 having a scanning head.
A fluorescent guide line is floor-mounted and code spikes project laterally from the line. A light on the vehicle causes the line to fluoresce and a sensing head detects the fluorescence. A microprocessor is connected to the sensing head and vehicle controls to guide the vehicle along the fluorescing guide line. Additional commands which, for example, cause the vehicle to follow along the right or left side of a fork in the guide line are followed in response to the detection of a spike.
U.S. Patent 3,628,624 of Biere Patent AG describes a guidance system for self-propelled trackless carriages. A
strip of conductive iron is laid down the center of the guidepath from which sensors mounted below the carriage can assess the relative position of the vehicle. The vehicle has two driving wheels and is steered by adjustments of torque to the driviny wheels. Coded magnets located at various positions along the pathway are used to provide command information. This command 20~373 information is acquired by use of a different set of sensors than is used for the primary guidance function.
Canadian Patent 1,193,696 assigned to Imperial Chemical Industries PLC describes a vehicle guidance system particularly for use in agriculture. The system provides information to an operator of a tractor so that a field may be efficiently covered without overlap. A vertically scanning laser is forwardly directed and a retroreflective fixed target at the end of a straight path reflects the laser signal. The target is coded so that deviations of the tractor from the path are sensed and an appropriate signal sent to the operator so that steering may be corrected.
A vehicle control system for use in any mining operation, under or aboveground, should satisfy a number of criteria. It preferably: functions with a vehicle which weighs several tons, even when empty; functions with a vehicle operating on an uneven surface which may also be sloped; and functions in the dirt and dust o~ a mine~
Preferably, a control system also controls a vehicle being driven in forward and reverse directions. This, in many instances, eliminates the need to turn the guided vehicle .
2 ~ 4~
~' around ~t each end of its path and thus saves time and vehicle wear. It may reduce or eliminate the need for turn-around zones.
~, Further, the system preferably has a collision avoidance system so as to avoid running into other vehicles, personnel, etc.
It is preferable that the control system may be used to retrofit an existing vehicle.
Preferably, the control system directs other vehicle operations such as stopping at predetermined locations, dumping at one or more predetermined locations, and testing of vehicle brakes. Further, the system preferably monitors various aspects of vehicle function such as oil pressure and engine temperature.
In a broad aspect, this invention provides a vehicle control system for directing vehicle operations, including guidance of the vehicle forwardly and rearwardly along a predetermined path. There is a retroreflective coded longitudinal reEerence means elevatedly mounted above ground level along the path. There is a first scanning wave-form signal producing means mounted on the forward 2~ 373 portion of the vehicle and a first sensor means associated with the first signal producing means mounted on the forward portion of the vehicle. The signal producing means and sensor means are "associated", that is mounted such that the sensor means may receive signals which have been deflected or "retroreflected" back along a path parallel to and substantially the same as the path of a signal emitted from the signal producing means. There is also a second scanning wave-form signal producing means and associated sensor means mounted on a rearward portion of the vehicle. The first signal producing means and its associated sensor means are mounted on the vehicle and the coded reference means is mounted such that the signal producing means and the sensor means are in a retroreflective path of the reference means when the vehicle is positioned to travel forwardly along the path.
Correspondingly, the second signal producing means and its associated sensor means are mounted on the vehicle and the reference means is mounted so that the second signal producing means and the second sensor means are also in a retroreflective path of the reference means when the vehicle is positioned to travel rearwardly along the path. There is a microprocessor means operably connected to the signal producing and sensor means such that signals emitted from either of the scanning signal producing means retroreflected by the coded reference means and detected 2 ~ 7 ~
by the associated sensor means may be relayed from the sensor to the microprocessor means where they are processed. Directing means for vehicle operations such as ~teering and braking are responsively connectPd to the microprocessor means and may be controlled according to the processed signals whereby the vehicle is directed to move forwardly and rearwardly along the path.
-Preferably each signal producing means is a scanning laserwhich is mounted to scan a path transversely of the longitudinal reference means so as to cross the width of the reference means.
In a preferred embodiment, the longitudinal reference means may comprise a guidance strip, code markers containing bar code and speed markers each speed marker being in the shape of a symmetrically tapered trapezoid.
Preferably there are two sets of markers, one set arranged on each side of the guidance strip so that one set along with the guidance strip provides coded information for a vehicle travelling in one direction along the pathO The second set of markers and the guidance strip provide coded information for a vehicle travelling in the second, opposite direction along the path.
20~7~
In another broad aspect, the invention comprises a vehicle control system having a substantially continuous retroreflective coded longitudinal reference means elevatedly mounted along an endless path such as a circle, oval, etc. The reference means comprises a guidance strip, code markers and speed markers. The vehicle has a scanning wave form signal producing means and associated sensor means mounted on it so as to be in a retroreflective path of the reference means when the vehicle is on the path. There is a microprocessor means operably connected to the signal producing means and sensor means for processing signals reflected from the reference means and received by the sensor means.
Directing means are responsively connected to the microprocessor means for directing the vehicle in response to the processed signals whereby the vehicle may be directed to move along the path.
In one preferred aspect, the vehicle is an articulated dumping vehicle.
In preferred embodiments, each coupled or associated signal producing means and sensor means form a unit and in at least one preferred embodiment each unit may be, as appropriate, retractably mounted on the vehicle so as to 37~
have an operable position and a retracted position. In the preferred embodiment for use with a dumping vehicle there is a rearward unit retractably mounted on an underside of the dump box. When the vehicle travels in its rearward direction, the rear unit occupies its operable position, but may be retracted when not in use.
Preferably the unit would be surrounded by a casing when in its retracted position so as to be protected when the dump box is being loaded, for example. Preferably the unit is mounted by means of a hinge or sliding track arrangement and is operably connected to a drive means such as a hydraulically driven cylinder for movement between its operable and retracted positions.
Preferably, and particularly for safety reasons, a collision avoidance system may form part of the vehicle control system. When electromagnetic waves of a predetermined frequency from a transmitter mounted on another object or person are received by a collision avoidance antenna mounted on the automated vehicle certain collision avoidance procedures would be taken under the direction of the microprocessor means. Preferably such a transmitter, worn by a person working in the mine and mounted on other vehicles which may cross the path of the automated vehicle, would actually be a passive transponder 2~37~
g which transmits a signal in response to receipt of a signal, or, alternatively, an active battery powered transponder which transmits a signal on a continual short burst (pulse) basis. For a passive transponder the vehicle thus preferably has mounted onto it a microwave transmitter which transmits a microwave signal of a first frequency. When received by the passive transponder a microwave signal of a second frequency is retransmitted.
A microwave receiver mounted on the truck, relays an electronic signal to the microprocessor means upon receipt of the transmitted or retransmitted signal. The microprocessor then directs the collision avoidance procedure.
An automated vehicle may be, according to a preferred embodiment, provided with a signal sensor, such as an infrared signal sensor operably connected to the microprocessor means whereby certain operations of the truck may be controlled by a remote operator by use of an infrared transmitter. Further a vehicle may be fitted with an infrared transmitter so as to enable preprogrammed communication with a second vehicle having an infrared signal receiver.
2a~37,3 In the drawings, which illustrate embodiments of the -~ invention, .` Figure 1 is a partial cut-away view of a conventional ~ underground mine showing the pat:h along which an operator : driven truck travels;
: Figure 2 is a partial cut-away view of an underground mine showing the path along which an automated vehicle travels;
Figures 3-6 show front, side, top and rear plan views respectively of a typical underground hardrock mining truck located in a drift, retrofitted with a preferred embodiment control system in accordance with this invention;
'' Figure 7 is a schematic diagram of the truck mounted aspect of a preferred embodiment control system showing the computer components, inputs and outputs;
Figure 8 is a three-dimensional view of a transmitting and receiving antenna of the collision avoidance system Figures 9 and 10 are top and side cut-away plan views respectively of the rear scanning laser and sensor unit of a preferred embodiment in a concealed position;
:. .
2~ 3~3 Figures 11 and 12 are top and side cut-away plan views respectively of the rear scanning laser and sensor unit of a preferred embodiment in a deployed position;
Figure 13 is a plan view of a typical layout of a guidance strip, code markers and speed markers as mounted on a mine roof as viewed from below;
Figure 14 is a diagramatic representation of the 90 reading window of the scanning laser component of the preferred embodiment;
Figure 15 illustrates diagramatically the signal read by a sensor due to a single scan of the laser along line 105 of Figure 13;
Figure 16 shows the possible bar code patterns for six event codes of the marker codes of the preferred embodiment of this invention;
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Figure 17 is a top view of the control codes and laser sensors correlating which codes are read by which sensors and the travelling direction of the vehicle;
` 2041 373 Figure 18 is a top view of a turnaround zone in a drift for an automated vehicle according to a preferred embodiment of this invention;
Figure 19 is a top view of a siding in com~ination with a turnaround zone for an automated vehicle according to a preferred embodiment of this invention;
Figure 20 is a top view of a dump zone in a drift for an automated vehicle according to a preferred embodiment of this invention;
Figure 21 is a schematic of a guidance strip, code markers and speed markers of a preferred embodiment control system for use on an endless path vièwed from above:
Figures 22 and 23 are side and top views respectively of a typical underground hardrock mining truck located in a drift, retrofitted with a preferred embodiment control system in ac ordance with this invention;
Figure 24 is a rear view of a typical underground hardrock mining truck located in a drift;
Figure 25 is a top plan view of the rear scanning laser and sensor unit of an alternate preferred embodiment in its concealed position;
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2~41~73 Figure 26 is a partial sectional view of the unit of Figure 25 taken along 26-26; and ' Figure 27 is a partial sectional view of the unit of Figure 25 taken along 27-27, the unit being in its operable position.
; Figure 1 shows a conventional underground mining operation having a turn-around zone 2Q at each end 22, 24 of drift 26. Figure 2 shows a mining operation as envisioned to be made possible by the use of a guided vehicle in which a dump truck follows path 28 directly between stope 30 and box hole 32.
Figures 3-6 show a typical dump truck 34 retrofitted with vehicle components of the control system. The truck is shown in a drift which is, typically, twelve to fi~teen feet in height and fourteen to sixteen feet in width.
~.,, The system microprocessor means are contained in deck enclosure 36 and are made up of a CPU, RS422 interface, laser co-processing interface, digital and analog input and output racks, infrared control relay, collision avoidance transmitter~receiver, proportional steering valve interface, and field terminal strip.
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~, .~ . .
;' .
: ., , .
2 ~ 3 7 3 A second deck enclosure 38 contains a +5vdc power supply, +/-15vdc power supply, +24vdc power supply, and a 24vdc to 24vac converter.
The truck is equipped with various "system inputs"
including sensors which provide information that is processed by the CPU into "system outputs", in the form of electrical output signals which direct various operations of the truck. The general layout of the control system vehicle components is shown in the schematic diagram of Figure 7.
The system provides a front infrared signal sensor 40 and rear infrared signal sensor 42. The rear sensor is located for protection between the rear tires and under the dump box of the vehicle. There is a handheld infrared transmitter 44 for use by an operator. An operator may use the transmitter to command certain operations of the truck from a remote location. For example, a loaded truck may be set moving in a rearward direction along the path of Figure 2 from the stope 30 towards the box hole 32.
The truck is optionally provided with front and rear infrared signal transmitters 43, 45 respectively, operably connected to the microprocessing system, the use of these being described further below.
2~ 373 There is a front-mounted collis:ion avoidance system 46 and a rear-mounted collision avoidance system 48 mounted in the vicinity of the rear infrared sensor. Each collision avoidance system, operably connected to the microprocessing system, transmi1:s electromagnetic waves of a first predetermined frequency and receives electromagnetic waves of a second predetermined frequency. In the preferred embodiment, the collision avoidance system transmits microwave signals at 912 MHz and receives microwave signals at 1830 MHz. Each of the collision avoidance systems are the same and one is illustrated in Figure 8. It comprises a transmitting antenna 49, test transponder 50, receiver antenna 51 and i~ mounted to the truck by means of isolator and stiffening panel 52. Local transmitters remote from the vehicle which transmit electromagnetic waves at the second prede$ermined wavelength are mounted on other movable things remote from the vehicle but which may cross the path of the vehicle. The receiver of the collision avoidance system, antenna 51, is operably connected to the microprocessor means 50 that the vehicle is directed by the microprocessor to 5top if waves at the second wavelength are received by the antenna. Local transmitters are provided by transponders 53 which are mounted on the clothing of personnel working in the mine, ,
3 ~ 3 other vehicles working in the mine, and anything else which may cross the path of the automated vehicle. Such a transponder is activated by incident microwave signals 57 received from a transmitting antenna a predetermined minimum distance from the antenna and retransmits the signal at 1830 MH2. The microprocessor is programmed to stop the truck when it determines that a retransmitted signal 59 has been received by one of the antennae.
An alternative to the passive transponder system is a vehicle mounted collision avoidance system 312 mounted in the vicinity of the deck enclosure 36. The collision avoidance system is operably connected to the microprocessing system and receives electromagnetic waves of a predetermined frequency. In the preferred embodiment, the collision avoidance system receives electromagnetic waves at 350 MHz. This alternative vehicle mounted collision avoidance system is illustrated in Figures 22 and 23. It includes receiver antenna 313 and processing electronics 314. Local active transmitters 316, remote from the vehicle which transmit electromagnetic waves at a predetermined frequency are mounted on or carried by other objects or persons remote from the vehicle but which may cross the path of the vehicle. The receiver of the collision avoidance system, 2 1~ 7 3 antenna 313, and the interpreting electronics 314, are operably connected to the microprocessor msans so that the vehicle is directed by the microprocessor to stop if waves are received by the antenna. Local transmitters are provided by active transponders 316 which may be mounted on the clothing of personnel working in the mine, other vehicles working in the mine, and anything else which may cross the path of the automated vehicle. Such an active transponder is powered by a small battery and transmits at 350 MHz in short bursts i.e. pulses every 600 milliseconds for a period of 2 milliseconds. The microprocessor is programmed to stop the truck when it determines that a transponder signal has been received by the antenna.
' There is an optional destination switch referred to here as an "ore/waste" switch 54 which governs the destination of the vehicle. The switch can be manually operated and would be used, for example, in situations in which there are two dumping sites; one box hole for dumping ore and one for dumping waste. The switch is also connected via the microprocessor to the infrared sensor system in order that the position of the switch and therefore the destination of the vehicle can be checked or reset by a remote operator using the handheld transmitter 44.
2~ 373 The engine oil pressure gauge, converter pressure, engine temperature gauge and other vehicle functions are connected via annunciator 55 to the microprocessor so that these functions may be periodically checked. There is also a "dump box down" sensor 56 operably connected to the microprocessor for detecting whether the dump box is in its down position. The transmission has high and low forward and reverse gears and a neutral position and is connected to the microprocessor which controls it.
. .
Forward wave form signal producing means is scanning laser 58. The laser is mounted so as to direct its signal 60 upwardly of the vehicle transversely of the direction of travel of the truck. A first wave form sensor means 62 for detecting reflected laser signals is also provided.
The laser signal emitting and detecting devices of the preferred embodiment are provided as a single unit in the commercially available product "LASERNET", manufactured by Namco Controls, Mentor, Ohio. Further details of the device are described in U.S. Patent No. 4,788,441.~;
Rearward wave form si~nal producing means is provided by scanning laser 64 mounted retractably on the underside of dump box 66 of the truck and best seen in Figures 9-12.
As with the forwardly mounted laser, a laser signal sensor 2 0 a~ ~ 3 13 means is provided by sensor 68 adjacent to the laser signal emitting means and they form a unit. The rear laser unit is shown in its concealed or fully retracted position in Figures 6, 9 and 10. The laser 64 and detector (i.e. sensor) 68 are protected from flying debris by casing 70 and door 72 in its closed position hingedly mounted to the casing at 74. The laser unit is connected to mounting 76 by hinge 78 and is operably connected to hydraulically drivan cylinder 80 which provides drive means for movement between operable and retracted positions of the unit. Sensor 82 detects whether the laser is in its retracted position. Deployment of the laser involves the opening of the door to the position shown in Figure 12 and extension of cylinder arm 80 in the direction of arrow 84 so as to rotate the laser into the operating position of Figures 11 and 12. In its deployed, that is operable position this laser scans its beam 84 (Figure 4~ upwardly of the vehicle transverse to the direction of travel of the truck such that when the truck is properly oriented with respect to the longitudinal reference means the scanning beam will cross it transversely.
An alternative deployment mechanism for the rear laser unit is shown in Figures 24-27. A concealed i~e.l 3 7 ~' retracted position of the unit is shown in Figures 23-25 while a deployed or operable position is shown in Fiyures 22 and 27.
Laser 64, detector sensors 300, 310, are protected from flying debris by casing 302, and housing 304 welded to the underside of the dump box when in the closed position.
The laser unit 68, and casing 302 are mounted by means of steel pins 306, sliding in tracks 308, and is operably connected to hydraulically driven cylinder 311, which provides drive means for movement between operable and retracted positions of the unit. Sensor 300 detects whether the laser is in the retracted position. Sensor 310 detects whether the laser is in the operable position. In its operable position the laser sensor 68 scans its beam 84, (Figure 4) upwardly of the vehicle transverse to the direction of the truck such that when the truck is properly oriented with respect to the longitudinal reference means, the scanning beam will cross it transversely.
Mounted above the truck in drift 26 is coded longitudinal reference means. In the preferred embodiment, this is made up of guidance strip 86, code markers 88 and speed markers 90. The strip and markers are retroreflective and contain coded information described in more detail below.
The various references are mounted so as to be in the path of the e~itted signal of the forward scanning laser beam 60 when the vehicle is travelling in the forward direction. They are also mount:ed so as to be in the scanning path of the emitted signal of the rearward scanning laser 64 in its operating position when the vehicle is travelling in the rearward direction.
' The mechanical aspects of haulage trucks used in underground mining environments are typically under servomechanistic control and may therefore be responsively connected to microprocessor means for direction by electrical signals from the microprocessor. A number of the vehicle operations are responsively connected to the microprocessorO The microprocessor can direct: the transmission to operate in its forward low gear, forward high gear, reverse low gear, reserve high gear or neutral;
the dump box to raise and lower; the rear laser and sensor unit to deploy from the concealed position; the rear laser and sensor to retxact from the operating position; the parking brake to be activated; the parking brake to be released; light 92 to be turned on or off; the throttle to occupy level :L, level 2 or level 3; the service brakes to , . .
be activated or deactivated; the steering cylinder 94 to extend and retract.
. , 2~ ~ 373 The illustrated truck is articulated. It has front portion provided by front bogey 96 pivotally connected to rear portion, bogey 98 at connection 100. Extensible/
retractable steering cylinder 94 is connected at its ends to the front and rear portions of the vehicle and is offset to the left side of connection 100 as viewed in Figure 3. Extension of the cylinder when the truck is moving forwardly thus causes the truck to veer leftwardly of its original path. Correspondingly, contraction of the cylinder of a forwardly moving vehicle causes the truck to veer rightwardly of its original path. Certain trucks are equipped with pairs of steering cylinders, one cylinder on each side of connection 100 and operate synchronously but in opposite directions to each other Turning to Figure 13, a portion of the longitudinal reference of the preferred embodiment is more fully illustrated. The components~ guidance strip 86 having longitudinal axis 87, code marker 88, and speed ~arker 90 are retroreflective. That is, a ray of electromagnetic radiation, such as a collimated light or laser ray is reflected in a direction parallel to its incident direction and along substantially the same path so that a laser signal beamed from laser 58, for example, which hits the retroreflective mat~rial will be bounced back to and , 2 ~
- 23 ~
thereby defected by the sensor 62 associated with that laser. Such a laser and associated sensor are said to be in a "retroreflective path" of the material. A
commercially available retroreflective material is marketed by the 3M company under the trademark 2000X.
In practice one of the lasers emits a laser beam which scans a path across the longitudinal reference and the sensor of the same laser detects the portion of the beam reflected by the retroreflective material. The laser sensor has two output channels, the signal channel 101 and the sync channel 103 as shown diagramatically in Figure 15. The sync channel provides an internal gate pulse and defines a 90 "window" portion of the scan directed above the truck. The window of the laser of the preferred embodiment is scanned in 12.5 milliseconds.
Preferably the reference is mounted such that it is continuous, that is, it is mounted such that there is always at least one component of the reference within reflective range of a laser unit. It may be, however, appropriate in certain locations for this not to be the case. For example, a jagged protrusion in the mine roof may make it difficult to install a guidance strip in a particular location. In such an instance, the guidance .'' .
2~t ~73 strip would be missing from the location and ther~ would be first and second portions of the strip leading up to but not including the location. The microprocessor would be programmed such that a truck travelling along the first portion would continue to travel along its current course for a predetermined distance until sensing the second portion on the other side of the location. The truck would be directed to stop if the second portion were not sensed by the laser unit in the predetermined length of time.
The signal channel provides a series of on/off pulses within the window corresponding to changes in the condition of the sensor. The pattern of reflected and non-reflected light corresponds to the pattern of the retroreflective material scanned by the beam. The pattern is detected as a function of time and passed electronically to the microprocessor which directs the vehicle operations according to a predetermined set of instructions associated with the pattern and the condition of other input parameters, such as engine oil pressure, dump box sensor, etc.
When properly operating the path of the scanning laser beam crosses at least the guidance strip as indicated by line 102 in Figure 13. It may scan up to five , ::
2 ~ 7 ~
retroreflective items, the guidance strip and two code markers, and two speed markers in a single pass as indicated by line 104 in Figure 13. Each code marker 88 is made up of parallel rectangular segments, each segment being composed of eight one-inch bars. Masking of a bar with, for example, conventional masking tape substantially eliminates the retroreflective property of the bar and thus a laser beam scanning that bar will not be reflected back to the sensor. The pattern of masked and unmasked bars thus produces a bar code which may be "read" by the scanning laser. The signal read during the scan represented by line 105 in Figure 13 is thus represented by the pattern shown in Figure 15. There is a total of eight events, two due to the guidance strip and six from the code marker.
In the illustrated embodiment, the first and last bars are never masked while the central six bars are masked in one of thirty-five possible combinations which produce 6 changes between a non-detecting and detecting condition of the laser sensor, each change being referred to as an "event". All such thirty-five bar codes are shown in Figure 16.
' ..
, ~
, :
.', :, , ,~- .
::, 2~4~ 373 ~ - 26 -:
The distance travelled by the distal end of the laser beam between a pair of events can be calculated from the distance between the laser unit and the reference means, the scan rate and the time between the events. This calculated distance is referred to as the "distance between events".
`, The code markers provide sectors 106, each sector providing one of the thirty-five possible bar codes. The CPU is programmed to direct a particular combination of vehicle operations in response to the code of each sector. As previously stated, there are thirty-five different bar codes which provide six events and thus the CPU can be programmed to have up to thirty-five sets of operating instructions to be followed in response to the code markers alone.
The following chart links the number of events in a given scan with the type of strips and markers scanned.
CHART I
Events Per Scan Type of Strip Present a. <2 error b. 2 guidance c~ 4 guidanc~, speed; or speed, guidance d. 6 speed, guidance, speed e. 8 guidance, code; or - code, guidance 2~ 3~3 Events Per Scan Type of_Strip Present f. 10 guidance, speed, code; or speed, guidance, code g~ 12 speed, guidance, speed, code; or code, speed, guidance, speed h. 14 code, guidance, code i. 16 code, speed, guidance, code; or code, guidance, speed, code Events Per Scan Type of Strip Present j. 18 code, speed, guidance, speed, code k. >18 error It is immediately known that some sort of error is present in a scan if there are fewer than 2 events, more than 18 events, or an odd number of events, although, as appropriate, the absence of a signal may be acceptable under certain circumstances such as already discussed. If there is an even number of events a predefined algorithm is followed to determine whether the signal is "legitimate". For example, if there are 2 events, the distance between the events is determined to ensure that the events are due to the guidance strip and not, for example, to a speed marker, this result being caused by the vehicle being slightly off course and the guidance strip being out of the scanning zone or window of the laser.
. .
~,....
." .
2~3~3 Code markers and speed markers are arranged on either side of the guidance strip as exempl:ified by the arrangement in Figure 13. The guidance strip and markers on one side of the guidance strip provide coded information to direct a vehicle moving in one direction along the path while the guidance strip and markers on the other side of the strip are used to direct the vehicle moving in the other, opposite direction along the path.
Information from the speed markers and code markers to the right of the guidance strip, viewed in the direction of vehicle travel as indicated by arrow 107 in Figure 13 are used by the microprocessor to control the truck. For example, if there are four events in a scan, the distance betwean the first and second and third and fourth events would be determined and the guidance strip, if present, located. If the guidance strip is present the microprocessor determines if situation (c) of Chart I has occurred and goes on to determine if the speed marker is to the left or right of the guidance strip. If it is to the left, the speed marker is ignored and only the location of the guidance strip within the window of the scan used to direct the vehicle. If the speed marker is to the right of the guidance strip, this information is . . ~, used to determine vehicular speed as described below.
:
:' 2~L~1 ~73 Analogously, the microprocessor can determine whether anyof situations b-j has occu~red and then use the information along with information from other sensors to direct operations of the vehiclle under its control.
The speed markers which are similarly shaped to each other are symmetrically tapered trapezoids, are always wider than the guidance strip and are always narrower than the code strips. Each marker i5 oriented such that each of its tapered sides makes a substantially equal angle with an axis 109 parallel to the longitudinal axis of the guidance strip. Once a speed marker has been read in two successive scans, the distance between its pair of events in each scan and the time between each scan can be used, given the shape of the marker, to calculate the speed of the vehicle. It will be appreciated that the length of each speed marker must be great enough such that a travelling vehicle will scan the marker at least twice as it passes by the marker.
~., ~` Once it is determined that the guidance strip has been -~ detected in a scan, such as between the first and second ~ events 108, 110 shown in Figure 14, its location within - the scan can be determined from the elapsed time between the beginning of the high sync pulse 112 and the first ~, ' ' ' .
`
2 ~ 3 ' ev~nt 108. The laser is mounted such that whPn the truck is on level ground the 90 window projects upwardly and is bisected by a longitudinal axis 113 of the truck bogey on ; which it is mounted as seen in ~Figure 17. The location of the guidance strip with respect to the laser can thus be determined from the location of the first event within the scan. The location of the truck with respect to the guidance strip can thus be determined and this information used to steer the vehicle. If it is determined that the truck is too far to the right of the guidance strip, the steering cylinder is extended a predetermined amount to cause the vehicle path to be corrected to the left. If it - is determined that the truck is too far to the left of the steering cylinder is contracted a predetermined amount to cause the vehicle path to be corrected to the right. In this way the control system serves to guide the vehicle along the path determined by the layout of the guidance strip.
:
In a second preferred embodiment, the vehicle control system is for use with a vehicle for travel along an endless path. In this embodiment, a coded reference means - is shown schematically in Figure 21 and includes guidance strip 202 and one set of control markers 204 and speed markers 206 located on one side of the guidance strip.
; -` 2~373 There would be one scanning laser and associated sensor mounted on the leading portion of a vehicle of this embodiment, such as lasar 64 and sensor 68 on the forward portion of the illustrated vehicle. This would be the only leading portion in the second preferred embodiment.
OPE:RATION OF THE VEEIICLE
Typically, a vehicle is retrofitted with components of a control system according to this invention so as to retain its characteristics as a manually operated vehicle. The control system components may be turned on or off using switch 120.
To put the vehicle into automated operation it is manually driven to a convenient starting point, for example location 122 next to the stope. The vehicle would be positioned so as to be appropriately located with respect to the overhead guidance strip 86, as in Figure 3. The vehicle control system would then be turned on.
When the control system is turned on, the parking brake would be activated (if not already activated), and light 92, which flashes to indicate the vehicle is being operated by the control system is activated.
.~
~ .
. , .:
~`
2 ~ 7 3 Typically, the dump box would then be loaded with ore by scoop tram 123. The scoop tram operatox would also set the destination switch if there is one and confirm the destination switch selection using the handheld infrared transmitter 44. Automated movement of the vehicle would then be initiated by use of the handheld infrared transmitter 44.
The vehicle would then start off in its forward direction along a predetermined path of the guidance strip 86.
Appropriate code markers 88 would be placed and the microprocessor preprogrammed to direct various operations of the vehicle as desired as it moves along the path.
One such operation is a brake check which is required in certain mining operations before a truck moves onto a downward grade having an incline greater than about 6. A
particular code marker which codes for the brake check operation is mounted on the mine roof so that the scanning laser will read the marker before the truck reaches the slope. In response to detection of the marker by means of the laser the preprogrammed microprocessor carries out the steps of the brake check operation generally as follows:
1. Stop the truck by application of its service brakes, .
'' ` ' ' ~' '' ' " :' '' ~, :
2~373 :: - 33 -2. Place transmission in second gear;
3. Apply throttle for five seconds in forward;
'
An alternative to the passive transponder system is a vehicle mounted collision avoidance system 312 mounted in the vicinity of the deck enclosure 36. The collision avoidance system is operably connected to the microprocessing system and receives electromagnetic waves of a predetermined frequency. In the preferred embodiment, the collision avoidance system receives electromagnetic waves at 350 MHz. This alternative vehicle mounted collision avoidance system is illustrated in Figures 22 and 23. It includes receiver antenna 313 and processing electronics 314. Local active transmitters 316, remote from the vehicle which transmit electromagnetic waves at a predetermined frequency are mounted on or carried by other objects or persons remote from the vehicle but which may cross the path of the vehicle. The receiver of the collision avoidance system, 2 1~ 7 3 antenna 313, and the interpreting electronics 314, are operably connected to the microprocessor msans so that the vehicle is directed by the microprocessor to stop if waves are received by the antenna. Local transmitters are provided by active transponders 316 which may be mounted on the clothing of personnel working in the mine, other vehicles working in the mine, and anything else which may cross the path of the automated vehicle. Such an active transponder is powered by a small battery and transmits at 350 MHz in short bursts i.e. pulses every 600 milliseconds for a period of 2 milliseconds. The microprocessor is programmed to stop the truck when it determines that a transponder signal has been received by the antenna.
' There is an optional destination switch referred to here as an "ore/waste" switch 54 which governs the destination of the vehicle. The switch can be manually operated and would be used, for example, in situations in which there are two dumping sites; one box hole for dumping ore and one for dumping waste. The switch is also connected via the microprocessor to the infrared sensor system in order that the position of the switch and therefore the destination of the vehicle can be checked or reset by a remote operator using the handheld transmitter 44.
2~ 373 The engine oil pressure gauge, converter pressure, engine temperature gauge and other vehicle functions are connected via annunciator 55 to the microprocessor so that these functions may be periodically checked. There is also a "dump box down" sensor 56 operably connected to the microprocessor for detecting whether the dump box is in its down position. The transmission has high and low forward and reverse gears and a neutral position and is connected to the microprocessor which controls it.
. .
Forward wave form signal producing means is scanning laser 58. The laser is mounted so as to direct its signal 60 upwardly of the vehicle transversely of the direction of travel of the truck. A first wave form sensor means 62 for detecting reflected laser signals is also provided.
The laser signal emitting and detecting devices of the preferred embodiment are provided as a single unit in the commercially available product "LASERNET", manufactured by Namco Controls, Mentor, Ohio. Further details of the device are described in U.S. Patent No. 4,788,441.~;
Rearward wave form si~nal producing means is provided by scanning laser 64 mounted retractably on the underside of dump box 66 of the truck and best seen in Figures 9-12.
As with the forwardly mounted laser, a laser signal sensor 2 0 a~ ~ 3 13 means is provided by sensor 68 adjacent to the laser signal emitting means and they form a unit. The rear laser unit is shown in its concealed or fully retracted position in Figures 6, 9 and 10. The laser 64 and detector (i.e. sensor) 68 are protected from flying debris by casing 70 and door 72 in its closed position hingedly mounted to the casing at 74. The laser unit is connected to mounting 76 by hinge 78 and is operably connected to hydraulically drivan cylinder 80 which provides drive means for movement between operable and retracted positions of the unit. Sensor 82 detects whether the laser is in its retracted position. Deployment of the laser involves the opening of the door to the position shown in Figure 12 and extension of cylinder arm 80 in the direction of arrow 84 so as to rotate the laser into the operating position of Figures 11 and 12. In its deployed, that is operable position this laser scans its beam 84 (Figure 4~ upwardly of the vehicle transverse to the direction of travel of the truck such that when the truck is properly oriented with respect to the longitudinal reference means the scanning beam will cross it transversely.
An alternative deployment mechanism for the rear laser unit is shown in Figures 24-27. A concealed i~e.l 3 7 ~' retracted position of the unit is shown in Figures 23-25 while a deployed or operable position is shown in Fiyures 22 and 27.
Laser 64, detector sensors 300, 310, are protected from flying debris by casing 302, and housing 304 welded to the underside of the dump box when in the closed position.
The laser unit 68, and casing 302 are mounted by means of steel pins 306, sliding in tracks 308, and is operably connected to hydraulically driven cylinder 311, which provides drive means for movement between operable and retracted positions of the unit. Sensor 300 detects whether the laser is in the retracted position. Sensor 310 detects whether the laser is in the operable position. In its operable position the laser sensor 68 scans its beam 84, (Figure 4) upwardly of the vehicle transverse to the direction of the truck such that when the truck is properly oriented with respect to the longitudinal reference means, the scanning beam will cross it transversely.
Mounted above the truck in drift 26 is coded longitudinal reference means. In the preferred embodiment, this is made up of guidance strip 86, code markers 88 and speed markers 90. The strip and markers are retroreflective and contain coded information described in more detail below.
The various references are mounted so as to be in the path of the e~itted signal of the forward scanning laser beam 60 when the vehicle is travelling in the forward direction. They are also mount:ed so as to be in the scanning path of the emitted signal of the rearward scanning laser 64 in its operating position when the vehicle is travelling in the rearward direction.
' The mechanical aspects of haulage trucks used in underground mining environments are typically under servomechanistic control and may therefore be responsively connected to microprocessor means for direction by electrical signals from the microprocessor. A number of the vehicle operations are responsively connected to the microprocessorO The microprocessor can direct: the transmission to operate in its forward low gear, forward high gear, reverse low gear, reserve high gear or neutral;
the dump box to raise and lower; the rear laser and sensor unit to deploy from the concealed position; the rear laser and sensor to retxact from the operating position; the parking brake to be activated; the parking brake to be released; light 92 to be turned on or off; the throttle to occupy level :L, level 2 or level 3; the service brakes to , . .
be activated or deactivated; the steering cylinder 94 to extend and retract.
. , 2~ ~ 373 The illustrated truck is articulated. It has front portion provided by front bogey 96 pivotally connected to rear portion, bogey 98 at connection 100. Extensible/
retractable steering cylinder 94 is connected at its ends to the front and rear portions of the vehicle and is offset to the left side of connection 100 as viewed in Figure 3. Extension of the cylinder when the truck is moving forwardly thus causes the truck to veer leftwardly of its original path. Correspondingly, contraction of the cylinder of a forwardly moving vehicle causes the truck to veer rightwardly of its original path. Certain trucks are equipped with pairs of steering cylinders, one cylinder on each side of connection 100 and operate synchronously but in opposite directions to each other Turning to Figure 13, a portion of the longitudinal reference of the preferred embodiment is more fully illustrated. The components~ guidance strip 86 having longitudinal axis 87, code marker 88, and speed ~arker 90 are retroreflective. That is, a ray of electromagnetic radiation, such as a collimated light or laser ray is reflected in a direction parallel to its incident direction and along substantially the same path so that a laser signal beamed from laser 58, for example, which hits the retroreflective mat~rial will be bounced back to and , 2 ~
- 23 ~
thereby defected by the sensor 62 associated with that laser. Such a laser and associated sensor are said to be in a "retroreflective path" of the material. A
commercially available retroreflective material is marketed by the 3M company under the trademark 2000X.
In practice one of the lasers emits a laser beam which scans a path across the longitudinal reference and the sensor of the same laser detects the portion of the beam reflected by the retroreflective material. The laser sensor has two output channels, the signal channel 101 and the sync channel 103 as shown diagramatically in Figure 15. The sync channel provides an internal gate pulse and defines a 90 "window" portion of the scan directed above the truck. The window of the laser of the preferred embodiment is scanned in 12.5 milliseconds.
Preferably the reference is mounted such that it is continuous, that is, it is mounted such that there is always at least one component of the reference within reflective range of a laser unit. It may be, however, appropriate in certain locations for this not to be the case. For example, a jagged protrusion in the mine roof may make it difficult to install a guidance strip in a particular location. In such an instance, the guidance .'' .
2~t ~73 strip would be missing from the location and ther~ would be first and second portions of the strip leading up to but not including the location. The microprocessor would be programmed such that a truck travelling along the first portion would continue to travel along its current course for a predetermined distance until sensing the second portion on the other side of the location. The truck would be directed to stop if the second portion were not sensed by the laser unit in the predetermined length of time.
The signal channel provides a series of on/off pulses within the window corresponding to changes in the condition of the sensor. The pattern of reflected and non-reflected light corresponds to the pattern of the retroreflective material scanned by the beam. The pattern is detected as a function of time and passed electronically to the microprocessor which directs the vehicle operations according to a predetermined set of instructions associated with the pattern and the condition of other input parameters, such as engine oil pressure, dump box sensor, etc.
When properly operating the path of the scanning laser beam crosses at least the guidance strip as indicated by line 102 in Figure 13. It may scan up to five , ::
2 ~ 7 ~
retroreflective items, the guidance strip and two code markers, and two speed markers in a single pass as indicated by line 104 in Figure 13. Each code marker 88 is made up of parallel rectangular segments, each segment being composed of eight one-inch bars. Masking of a bar with, for example, conventional masking tape substantially eliminates the retroreflective property of the bar and thus a laser beam scanning that bar will not be reflected back to the sensor. The pattern of masked and unmasked bars thus produces a bar code which may be "read" by the scanning laser. The signal read during the scan represented by line 105 in Figure 13 is thus represented by the pattern shown in Figure 15. There is a total of eight events, two due to the guidance strip and six from the code marker.
In the illustrated embodiment, the first and last bars are never masked while the central six bars are masked in one of thirty-five possible combinations which produce 6 changes between a non-detecting and detecting condition of the laser sensor, each change being referred to as an "event". All such thirty-five bar codes are shown in Figure 16.
' ..
, ~
, :
.', :, , ,~- .
::, 2~4~ 373 ~ - 26 -:
The distance travelled by the distal end of the laser beam between a pair of events can be calculated from the distance between the laser unit and the reference means, the scan rate and the time between the events. This calculated distance is referred to as the "distance between events".
`, The code markers provide sectors 106, each sector providing one of the thirty-five possible bar codes. The CPU is programmed to direct a particular combination of vehicle operations in response to the code of each sector. As previously stated, there are thirty-five different bar codes which provide six events and thus the CPU can be programmed to have up to thirty-five sets of operating instructions to be followed in response to the code markers alone.
The following chart links the number of events in a given scan with the type of strips and markers scanned.
CHART I
Events Per Scan Type of Strip Present a. <2 error b. 2 guidance c~ 4 guidanc~, speed; or speed, guidance d. 6 speed, guidance, speed e. 8 guidance, code; or - code, guidance 2~ 3~3 Events Per Scan Type of_Strip Present f. 10 guidance, speed, code; or speed, guidance, code g~ 12 speed, guidance, speed, code; or code, speed, guidance, speed h. 14 code, guidance, code i. 16 code, speed, guidance, code; or code, guidance, speed, code Events Per Scan Type of Strip Present j. 18 code, speed, guidance, speed, code k. >18 error It is immediately known that some sort of error is present in a scan if there are fewer than 2 events, more than 18 events, or an odd number of events, although, as appropriate, the absence of a signal may be acceptable under certain circumstances such as already discussed. If there is an even number of events a predefined algorithm is followed to determine whether the signal is "legitimate". For example, if there are 2 events, the distance between the events is determined to ensure that the events are due to the guidance strip and not, for example, to a speed marker, this result being caused by the vehicle being slightly off course and the guidance strip being out of the scanning zone or window of the laser.
. .
~,....
." .
2~3~3 Code markers and speed markers are arranged on either side of the guidance strip as exempl:ified by the arrangement in Figure 13. The guidance strip and markers on one side of the guidance strip provide coded information to direct a vehicle moving in one direction along the path while the guidance strip and markers on the other side of the strip are used to direct the vehicle moving in the other, opposite direction along the path.
Information from the speed markers and code markers to the right of the guidance strip, viewed in the direction of vehicle travel as indicated by arrow 107 in Figure 13 are used by the microprocessor to control the truck. For example, if there are four events in a scan, the distance betwean the first and second and third and fourth events would be determined and the guidance strip, if present, located. If the guidance strip is present the microprocessor determines if situation (c) of Chart I has occurred and goes on to determine if the speed marker is to the left or right of the guidance strip. If it is to the left, the speed marker is ignored and only the location of the guidance strip within the window of the scan used to direct the vehicle. If the speed marker is to the right of the guidance strip, this information is . . ~, used to determine vehicular speed as described below.
:
:' 2~L~1 ~73 Analogously, the microprocessor can determine whether anyof situations b-j has occu~red and then use the information along with information from other sensors to direct operations of the vehiclle under its control.
The speed markers which are similarly shaped to each other are symmetrically tapered trapezoids, are always wider than the guidance strip and are always narrower than the code strips. Each marker i5 oriented such that each of its tapered sides makes a substantially equal angle with an axis 109 parallel to the longitudinal axis of the guidance strip. Once a speed marker has been read in two successive scans, the distance between its pair of events in each scan and the time between each scan can be used, given the shape of the marker, to calculate the speed of the vehicle. It will be appreciated that the length of each speed marker must be great enough such that a travelling vehicle will scan the marker at least twice as it passes by the marker.
~., ~` Once it is determined that the guidance strip has been -~ detected in a scan, such as between the first and second ~ events 108, 110 shown in Figure 14, its location within - the scan can be determined from the elapsed time between the beginning of the high sync pulse 112 and the first ~, ' ' ' .
`
2 ~ 3 ' ev~nt 108. The laser is mounted such that whPn the truck is on level ground the 90 window projects upwardly and is bisected by a longitudinal axis 113 of the truck bogey on ; which it is mounted as seen in ~Figure 17. The location of the guidance strip with respect to the laser can thus be determined from the location of the first event within the scan. The location of the truck with respect to the guidance strip can thus be determined and this information used to steer the vehicle. If it is determined that the truck is too far to the right of the guidance strip, the steering cylinder is extended a predetermined amount to cause the vehicle path to be corrected to the left. If it - is determined that the truck is too far to the left of the steering cylinder is contracted a predetermined amount to cause the vehicle path to be corrected to the right. In this way the control system serves to guide the vehicle along the path determined by the layout of the guidance strip.
:
In a second preferred embodiment, the vehicle control system is for use with a vehicle for travel along an endless path. In this embodiment, a coded reference means - is shown schematically in Figure 21 and includes guidance strip 202 and one set of control markers 204 and speed markers 206 located on one side of the guidance strip.
; -` 2~373 There would be one scanning laser and associated sensor mounted on the leading portion of a vehicle of this embodiment, such as lasar 64 and sensor 68 on the forward portion of the illustrated vehicle. This would be the only leading portion in the second preferred embodiment.
OPE:RATION OF THE VEEIICLE
Typically, a vehicle is retrofitted with components of a control system according to this invention so as to retain its characteristics as a manually operated vehicle. The control system components may be turned on or off using switch 120.
To put the vehicle into automated operation it is manually driven to a convenient starting point, for example location 122 next to the stope. The vehicle would be positioned so as to be appropriately located with respect to the overhead guidance strip 86, as in Figure 3. The vehicle control system would then be turned on.
When the control system is turned on, the parking brake would be activated (if not already activated), and light 92, which flashes to indicate the vehicle is being operated by the control system is activated.
.~
~ .
. , .:
~`
2 ~ 7 3 Typically, the dump box would then be loaded with ore by scoop tram 123. The scoop tram operatox would also set the destination switch if there is one and confirm the destination switch selection using the handheld infrared transmitter 44. Automated movement of the vehicle would then be initiated by use of the handheld infrared transmitter 44.
The vehicle would then start off in its forward direction along a predetermined path of the guidance strip 86.
Appropriate code markers 88 would be placed and the microprocessor preprogrammed to direct various operations of the vehicle as desired as it moves along the path.
One such operation is a brake check which is required in certain mining operations before a truck moves onto a downward grade having an incline greater than about 6. A
particular code marker which codes for the brake check operation is mounted on the mine roof so that the scanning laser will read the marker before the truck reaches the slope. In response to detection of the marker by means of the laser the preprogrammed microprocessor carries out the steps of the brake check operation generally as follows:
1. Stop the truck by application of its service brakes, .
'' ` ' ' ~' '' ' " :' '' ~, :
2~373 :: - 33 -2. Place transmission in second gear;
3. Apply throttle for five seconds in forward;
'
4. Reduce throttle and return transmission to neutral;
~:
If motion of the vehicle along the path has been detected, for example, with reference to a tapered speed marker during step 3 above indicating unsatisfactory performance of the brakes applied in step 1 then an emergency stop procedure is instituted. If the brakes perform satisfactorily, then the brakes are released and travel is : resumed.
. :
, .
- It will be appreciated that a travelling vehicle at times will be oriented, in the course of adjustment of its -:,.
travel path, such that the scanning path of the laser is at an angle which is not precisely orthogonal to the edge .:
of the reference guide, as indicated by line 124 in Figure 13.
. .
' ' The effect of this is an increase in the distance between ~-~ events as read by the laser, the degree of increased distance increasing with angle 125 shown in Figure 13. An ~ appropriate tolerance for variations of this sort is :", :
;
.
: .
, :::. :
.: . .
,~
: :~ ~. . :
;. ~ . , :, 2~3~3 - 3~ -incorporated into the programme of the control system.
The angle 125 and thus the angle 127 of the bogey of the vahicle on which the laser is mounted with respect to the guidance strip in Figure 17 may be calculated from the distance between events due to the edges of the guide.
This information may be used in the programme for steering the vehicle.
Figure 18 illustrates a guidance strip which is forked at zone 131. There is thus a plurality of paths along which the guidance strip is located and along which the vehicle may travel. The control system may thus be employed to direct a "turn-around" operation of the vehicle, if this is desired. With reference to Figure 18, a vehicle to the left of turn-around zone 126, in response to detection of code bar 128, would use only the right hand edge 130 (as viewed from the leading portion of the vehicle) of the guidance strip for guidance into the zone. In response to code bar 132, the control system would stop the vehicle, reverse the direction of the vehicle including transmission direction. Whichever laser had b~en scanning, that is reading, the reference means would be deactivated and the other activated, and the corresponding collision avoidance system deactivated and activated. The vehicle would then be directed to move on, again following the right hand edge 134 of the guidance strip as it travels in the direction of arrow 136.
.
~' 2~ 3~3 .
The control system of this invention can also be used to direct the operations of two vehicles working in the same area by provision of a siding 138 illustrated in Figure 19. Appropriately, a first vehicle travelling in the direction of arrow 140, upon encountering code bar 142, would be directed to follow the right hand edge 144 of guidance strip 86 and thus be steered into the siding. Code marker 143 would instruct the vehicle system to stop the vehicle, and to broadcast a signal from whichever infrared transmitter is on the leading portion of the vehicle. A second vehicle travelling in the direction of arrow 145, upon encountering code marker 146, would stop and wait for receipt of an infrared signal via the receiver on its leading portion from a vehicle in the siding. The second vehicle would then proceed following the right hand side 148 of the guidance strip for its path of travel. Upon encountering code marker 150, the second :.
vehicle transmits an infrared signal via the transmitter on its leading portion. Upon encountering code marker 1~1 transmission of the infrared signal would be stopped.
Receipt of this signal by the first vehicle waiting in the siding would serve as an instruction to the first vehicle to proceed in its original direction of travel back onto the main path of travel.
-:;:
;". .
?
2~ ~ 3~3 Further, the strip and markers may be used as instructions directing a vehicle, the leading edge of which is the dump box portion, into the dump station 152 of Figure 20, followed by appropriate halting of the vehicle, dumping of the box load into box hole 32, and reversal of vehicle operations to direct the truck back to the stope for reloading.
Each collision avoidance system is continually monitored when active to ensure that it is in proper operation.
Each test transponder is operably connected to the microprocessor system. In operation, the test transponder is activated and deactivated according to a regular timed pattern. For example, it may be activated for alternating ten millisecond intervals. Signals received in a corresponding pattern by receiver antenna 51 indicates that the system is properly operating and that no signals are being received by other transponders such as those mounted on the clothing of personnel. If the pattern of signals received by the receiver antenna is disrupted for any length of time, say one second, vehicle operations, and particularly vehicle movement are immediately shut down by the microprocessor in a predetermined fashion.
The control system may be reactivated once the source of the disruption is removed, whether it be the presence of another transponder or a malfunction of the collision avoidance system.
~:
If motion of the vehicle along the path has been detected, for example, with reference to a tapered speed marker during step 3 above indicating unsatisfactory performance of the brakes applied in step 1 then an emergency stop procedure is instituted. If the brakes perform satisfactorily, then the brakes are released and travel is : resumed.
. :
, .
- It will be appreciated that a travelling vehicle at times will be oriented, in the course of adjustment of its -:,.
travel path, such that the scanning path of the laser is at an angle which is not precisely orthogonal to the edge .:
of the reference guide, as indicated by line 124 in Figure 13.
. .
' ' The effect of this is an increase in the distance between ~-~ events as read by the laser, the degree of increased distance increasing with angle 125 shown in Figure 13. An ~ appropriate tolerance for variations of this sort is :", :
;
.
: .
, :::. :
.: . .
,~
: :~ ~. . :
;. ~ . , :, 2~3~3 - 3~ -incorporated into the programme of the control system.
The angle 125 and thus the angle 127 of the bogey of the vahicle on which the laser is mounted with respect to the guidance strip in Figure 17 may be calculated from the distance between events due to the edges of the guide.
This information may be used in the programme for steering the vehicle.
Figure 18 illustrates a guidance strip which is forked at zone 131. There is thus a plurality of paths along which the guidance strip is located and along which the vehicle may travel. The control system may thus be employed to direct a "turn-around" operation of the vehicle, if this is desired. With reference to Figure 18, a vehicle to the left of turn-around zone 126, in response to detection of code bar 128, would use only the right hand edge 130 (as viewed from the leading portion of the vehicle) of the guidance strip for guidance into the zone. In response to code bar 132, the control system would stop the vehicle, reverse the direction of the vehicle including transmission direction. Whichever laser had b~en scanning, that is reading, the reference means would be deactivated and the other activated, and the corresponding collision avoidance system deactivated and activated. The vehicle would then be directed to move on, again following the right hand edge 134 of the guidance strip as it travels in the direction of arrow 136.
.
~' 2~ 3~3 .
The control system of this invention can also be used to direct the operations of two vehicles working in the same area by provision of a siding 138 illustrated in Figure 19. Appropriately, a first vehicle travelling in the direction of arrow 140, upon encountering code bar 142, would be directed to follow the right hand edge 144 of guidance strip 86 and thus be steered into the siding. Code marker 143 would instruct the vehicle system to stop the vehicle, and to broadcast a signal from whichever infrared transmitter is on the leading portion of the vehicle. A second vehicle travelling in the direction of arrow 145, upon encountering code marker 146, would stop and wait for receipt of an infrared signal via the receiver on its leading portion from a vehicle in the siding. The second vehicle would then proceed following the right hand side 148 of the guidance strip for its path of travel. Upon encountering code marker 150, the second :.
vehicle transmits an infrared signal via the transmitter on its leading portion. Upon encountering code marker 1~1 transmission of the infrared signal would be stopped.
Receipt of this signal by the first vehicle waiting in the siding would serve as an instruction to the first vehicle to proceed in its original direction of travel back onto the main path of travel.
-:;:
;". .
?
2~ ~ 3~3 Further, the strip and markers may be used as instructions directing a vehicle, the leading edge of which is the dump box portion, into the dump station 152 of Figure 20, followed by appropriate halting of the vehicle, dumping of the box load into box hole 32, and reversal of vehicle operations to direct the truck back to the stope for reloading.
Each collision avoidance system is continually monitored when active to ensure that it is in proper operation.
Each test transponder is operably connected to the microprocessor system. In operation, the test transponder is activated and deactivated according to a regular timed pattern. For example, it may be activated for alternating ten millisecond intervals. Signals received in a corresponding pattern by receiver antenna 51 indicates that the system is properly operating and that no signals are being received by other transponders such as those mounted on the clothing of personnel. If the pattern of signals received by the receiver antenna is disrupted for any length of time, say one second, vehicle operations, and particularly vehicle movement are immediately shut down by the microprocessor in a predetermined fashion.
The control system may be reactivated once the source of the disruption is removed, whether it be the presence of another transponder or a malfunction of the collision avoidance system.
Claims (61)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A vehicle control system for directing operations of a vehicle for use in an industrial setting such as a mining environment, including guidance of the vehicle forwardly and rearwardly along a predetermined path, comprising:
(a) a retroreflective coded longitudinal reference means elevatedly mounted along the path;
(b) first scanning wave form signal producing means mounted on a forward portion of the vehicle;
(c) first sensor means associated with the first signal producing means mounted on the forward portion of the vehicle;
(d) second scanning wave-form signal producing means mounted on a rearward portion of the vehicle (e) second sensor means associated with the second signal producing means mounted on the rearward portion of the vehicle;
(f) wherein:
- the first sensor means and first signal producing means and the reference means are respectively mounted such that the first sensor means and the first signal producing means are in a retroreflective path of the reference means when the vehicle is travelling in a forward direction along the path; and - the second sensor means and the second signal producing means and the reference means are respectively mounted such that the second sensor means and the second signal producing means are in a retroreflective path of the reference means when the vehicle is travelling in a rearward direction along the path;
(g) microprocessor means operably connected to the first and second signal producing means and to the first and second sensor means for processing signals reflected from the reference means and received by the first and second sensor means; and (h) wherein directing means are responsively connected to the microprocessor means for directing the vehicle in response to processed signals whereby the vehicle may be directed to move forwardly and rearwardly along the path.
(a) a retroreflective coded longitudinal reference means elevatedly mounted along the path;
(b) first scanning wave form signal producing means mounted on a forward portion of the vehicle;
(c) first sensor means associated with the first signal producing means mounted on the forward portion of the vehicle;
(d) second scanning wave-form signal producing means mounted on a rearward portion of the vehicle (e) second sensor means associated with the second signal producing means mounted on the rearward portion of the vehicle;
(f) wherein:
- the first sensor means and first signal producing means and the reference means are respectively mounted such that the first sensor means and the first signal producing means are in a retroreflective path of the reference means when the vehicle is travelling in a forward direction along the path; and - the second sensor means and the second signal producing means and the reference means are respectively mounted such that the second sensor means and the second signal producing means are in a retroreflective path of the reference means when the vehicle is travelling in a rearward direction along the path;
(g) microprocessor means operably connected to the first and second signal producing means and to the first and second sensor means for processing signals reflected from the reference means and received by the first and second sensor means; and (h) wherein directing means are responsively connected to the microprocessor means for directing the vehicle in response to processed signals whereby the vehicle may be directed to move forwardly and rearwardly along the path.
2. The vehicle control system of claim 1 wherein the longitudinal reference means comprises a guidance strip having a major longitudinal axis.
3. The vehicle control system of claim 2 wherein the longitudinal reference means further comprises a plurality of code markers.
4. The vehicle control system of claim 3 wherein each code marker comprises a bar code.
5. The vehicle control system of claim 3 wherein the longitudinal reference means further comprises a plurality of speed markers.
6. The vehicle control system of claim 5 wherein each speed marker further comprises a symmetrically tapered trapezoid oriented such that each of its tapered sides makes a substantially equal angle with an axis parallel to the longitudinal axis of the guidance strip.
7. The vehicle control system of claim 5 wherein a first set of code markers and speed markers is arranged on a first side of the guidance strip so as to provide coded information for a vehicle travelling in a first direction along the path and a second set of code markers and speed markers is arranged on a second side of the guidance strip so as to provide coded information for a vehicle travelling in a second direction along the path.
8. The vehicle control system of claim 3 wherein the guidance strip is forked so as to be located along a plurality of paths.
9. The vehicle control system of claim 1 wherein each signal producing means is a scanning laser oriented so as to scan the longitudinal reference means transversely when the vehicle is located and oriented for travel along the predetermined path.
10. The vehicle control system of claim 1 wherein one of the first and second signal producing means and its associated sensor means are retractably mounted as a unit so as to have an operable position and a retracted position.
11. The vehicle control system of claim 10 wherein a rearward portion of the vehicle has a dump box and the unit is retractably mounted to an underside of the box.
12. The vehicle control system of claim 11 further comprising an enclosure to protect the unit when the unit is in its retracted position.
13. The vehicle control system of claim 12 wherein the enclosure is of metal and is fastened to the underside of the dump box.
14. The vehicle control system of claim 13 wherein the enclosure is welded to the underside of the dump box.
15. The vehicle control system of claim 11 or claim 12 wherein the unit is guided between its retracted and operable positions by means of pins received within in a track and further comprising drive means including a hydraulic cylinder connected to the unit.
16. The vehicle control system of claim 15 wherein the drive means is operably connected to the microprocessor means.
17. The vehicle control system of claim 16 further comprising sensors operably connected to the microprocessor means for detecting the position of the unit.
18. The vehicle control system of claim 11 wherein the unit is mounted by means of a hinge and is operably connected to a hydraulically driven cylinder for movement of the unit between the operable and retracted positions of the unit.
19. The vehicle control system of claim 18 further comprising a casing to protect the unit in the retracted position.
20. The vehicle control system of claim 19 wherein the casing further comprises a door hingedly connected thereto having a closed position to protect the unit when in the retracted position and an open position to permit movement of the unit between the retracted and operable positions.
21. The vehicle control system of claim 20 further comprising a sensor to detect the position of the unit wherein the censor, cylinder and door are connected to the microprocessor means for direction thereby.
22. The vehicle control system of claim 10 further comprising drive means operably connected to the unit for movement of the unit between the operable and retracted positions.
23. The vehicle control system of claim 22 further comprising a sensor to detect when the unit is in the retracted position wherein the drive means and the sensor are connected to the microprocessor means.
24. The vehicle control system of claim 11 further comprising a dump box sensor operably connected to the microprocessor means to detect the position of the dump box.
25. The vehicle control system of claim 1 further comprising a collision avoidance system for receipt of electromagnetic waves of a predetermined frequency from a local transmitter remote from the vehicle wherein the system is mounted on the vehicle and is operably connected to the microprocessor means such that the vehicle, if travelling, is directed to stop after receipt of waves from the transmitter.
26. The vehicle control system of claim 25 wherein the collision avoidance system further comprises one or more transmitters for location of a movable object or person, which transmitter transmits electromagnetic waves of said predetermined frequency.
27. The vehicle control system of claim 26 wherein said predetermined frequency is a radio wave frequency.
28. The vehicle control system of claim 27 wherein the transmitter of the collision avoidance system continually transmits said electromagnetic waves in pulses.
29. The vehicle control system of claims 25, 26 or 27 wherein the collision avoidance system further comprises a receiver antenna for receipt of said electromagnetic waves.
30. The vehicle control system of claim 25 wherein the collision avoidance system comprises a microwave receiver which receives microwaves at a first predetermined frequency.
31. The vehicle control system of claim 30 wherein the collision avoidance system further comprises a microwave transmitter mounted on the vehicle which transmits microwaves at a second predetermined frequency and the local transmitter comprises a transponder which transmits microwaves of the first frequency upon receipt of microwaves of the second frequency.
32. The vehicle control system of claim 31 wherein the collision avoidance system is mounted on the forward portion of the vehicle and further comprising a second said collision avoidance system mounted on the rearward portion of the vehicle.
33. The vehicle control system of claim 1 further comprising an infrared signal sensor operably connected to the microprocessor means.
34. The vehicle control system of claim 33 further comprising an infrared signal transmitter operably connected to the microprocessor means.
35. The vehicle control system of claim 34 wherein a first said infrared signal sensor and a first said infrared signal transmitter are mounted on the front portion of the vehicle and a second said infrared signal sensor and a second said infrared signal transmitter are mounted on the rear portion of the vehicle.
36. The vehicle control system of claim 1 wherein the reference means is substantially continuous.
37. A vehicle control system for directing operations of an articulated dumping vehicle for use in an industrial setting such as a mining environment, having a forward articulated portion and a rearward articulated dumping portion having a dump box for use with retroreflective coded longitudinal reference means elevatedly mounted along a path, comprising:
(a) first scanning wave-form signal producing means and first sensor means associated with the signal producing means, each mounted on the forward portion of the vehicle so as to be in a retroreflective path of the reference means when the vehicle travelling in a forward direction along the path;
(b) second scanning wave-form signal producing means and second sensor means associated with the signal producing means, each mounted on the rearward portion of the vehicle so as to be in a retroreflective path of the reference means when the vehicle is travelling in a rearward direction along the path;
(c) microprocessor interpreting means connected to the first and second scanning means and the first and second sensor means for interpreting signals reflected from the reference means and received by the first and second sensor means; and (d) directing means are responsively connected to the interpreting means for directing the vehicle in response to the interpreted signals whereby the vehicle may be directed to move forwardly and rearwardly along the path.
(a) first scanning wave-form signal producing means and first sensor means associated with the signal producing means, each mounted on the forward portion of the vehicle so as to be in a retroreflective path of the reference means when the vehicle travelling in a forward direction along the path;
(b) second scanning wave-form signal producing means and second sensor means associated with the signal producing means, each mounted on the rearward portion of the vehicle so as to be in a retroreflective path of the reference means when the vehicle is travelling in a rearward direction along the path;
(c) microprocessor interpreting means connected to the first and second scanning means and the first and second sensor means for interpreting signals reflected from the reference means and received by the first and second sensor means; and (d) directing means are responsively connected to the interpreting means for directing the vehicle in response to the interpreted signals whereby the vehicle may be directed to move forwardly and rearwardly along the path.
38. The vehicle control system of claim 37 wherein the longitudinal reference means comprises a guidance strip having a major longitudinal axis.
39. The vehicle control system of claim 38 wherein the longitudinal reference means further comprises a plurality of code markers.
40. The vehicle control system of claim 39 wherein each code marker comprises a bar code.
41. The vehicle control system of claim 39 wherein the longitudinal reference means further comprises a plurality of speed markers.
42. The vehicle control system of claim 41 wherein a first set of code markers and speed markers is arranged on a first side of the guidance strip so as to provide coded information for a vehicle travelling in a first direction along the path and a second set of code markers and speed markers is arranged on a second side of the guidance strip so as to provide coded information for a vehicle travelling in a second direction along the path.
43. The vehicle control system of claim 37 wherein each signal producing means is a scanning laser oriented so as to scan the longitudinal reference means transversely when the vehicle is located and oriented for travel along the predetermined path.
44. The vehicle control system of claim 37 wherein the second signal producing means and its associated sensor means are retractably mounted as a unit so as to have an operable position and a retracted position.
45. The vehicle control system of claim 44 wherein the unit is retractably mounted to an underside of the box.
46. The vehicle control system of claim 45 further comprising drive means operably connected to the unit for movement of the unit between the operable and retracted positions.
47. The vehicle control system of claim 37 further comprising a collision avoidance system for receipt of electromagnetic waves of a first frequency from a local transmitter remote from the vehicle wherein the system is mounted on the vehicle and is operably connected to the microprocessor means such that the vehicle, if travelling, is directed to stop after receipt of waves from the transmitter.
48. The vehicle control system of claim 47 wherein the collision avoidance system further comprises a microwave transmitter mounted on the vehicle which transmits microwaves at a second predetermined frequency and the local transmitter comprises a transponder which transmits microwaves of the first frequency upon receipt of microwaves of the second frequency.
49. The vehicle control system of claim 37 further comprising an infrared signal sensor operably connected to the microprocessor means.
50. The vehicle control system of claim 37 wherein the reference means is substantially continuous.
51. A vehicle control system for directing operations of a vehicle including guidance of the vehicle along a predetermined path, comprising:
(a) a retroreflective coded longitudinal reference means comprising:
(i) a guidance strip having a major longitudinal axis;
(ii) a plurality of code markers; and (iii) a plurality of speed markers;
(b) scanning wave form signal producing means mounted on the vehicle;
(c) sensor means associated with the signal producing means mounted on the vehicle;
(d) wherein the signal producing means and sensor means are mounted so as to be in a retroreflective path of the reference means when the vehicle is travelling along the path;
(e) microprocessor means operably connected to the signal producing means and sensor means for processing signals reflected from the reference means and received by the sensor means; and (f) wherein directing means are responsively connected to the microprocessor means for directing the vehicle in response to processed signals whereby the vehicle may be directed to move along the path.
(a) a retroreflective coded longitudinal reference means comprising:
(i) a guidance strip having a major longitudinal axis;
(ii) a plurality of code markers; and (iii) a plurality of speed markers;
(b) scanning wave form signal producing means mounted on the vehicle;
(c) sensor means associated with the signal producing means mounted on the vehicle;
(d) wherein the signal producing means and sensor means are mounted so as to be in a retroreflective path of the reference means when the vehicle is travelling along the path;
(e) microprocessor means operably connected to the signal producing means and sensor means for processing signals reflected from the reference means and received by the sensor means; and (f) wherein directing means are responsively connected to the microprocessor means for directing the vehicle in response to processed signals whereby the vehicle may be directed to move along the path.
52. The vehicle control system of claim 51 wherein each code marker comprises a bar code.
53. The vehicle control system of claim 52 wherein each speed marker further comprises a symmetrically tapered trapezoid oriented such that each of its tapered sides makes a substantially equal angle with an axis parallel to the longitudinal axis of the guidance strip.
54. The vehicle control system of claim 53 wherein a first set of code markers and speed markers is arranged on a first side of the guidance strip so as to provide coded information for a vehicle travelling in a first direction along the path and a second set of code markers and speed markers is arranged on a second side of the guidance strip so as to provide coded information for a vehicle travelling in a second direction along the path.
55. The vehicle control system of claim 54 wherein the guidance strip is forked so as to be located along a plurality of paths.
56. The vehicle control system of claim 51 wherein each signal producing means is a scanning laser oriented so as to scan the longitudinal reference means transversely when the vehicle is located and oriented for travel along the predetermined path.
57. The vehicle control system of claim 51 further comprising a collision avoidance system for receipt of electromagnetic waves of a first predetermined frequency from a local transmitter remote from the vehicle wherein the system is mounted on the vehicle and is operably connected to the microprocessor means such that the vehicle, if travelling, is directed to stop after receipt of waves from the transmitter.
58. The vehicle control system of claim 57 wherein the collision avoidance system further comprises a microwave transmitter mounted on the vehicle which transmits microwaves at a second predetermined frequency and the local transmitter comprises a transponder which transmits microwaves of the first frequency upon receipt of microwaves of the second frequency.
59. The vehicle control system of claim 51 further comprising an infrared signal sensor operably connected to the microprocessor means.
60. The vehicle control system of claim 59 further comprising an infrared signal transmitter operably connected to the microprocessor means.
61. The vehicle control system of claim 51 wherein the reference means is substantially continuous.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US51978090A | 1990-05-07 | 1990-05-07 | |
| US519.780 | 1990-05-07 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2041373A1 CA2041373A1 (en) | 1991-11-08 |
| CA2041373C true CA2041373C (en) | 1993-11-09 |
Family
ID=24069742
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2041373 Expired - Fee Related CA2041373C (en) | 1990-05-07 | 1991-04-26 | Vehicle guidance system |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2041373C (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6163745A (en) * | 1997-04-15 | 2000-12-19 | Ainsworth Inc. | Guidance system for automated vehicles, and guidance strip for use therewith |
| US6633800B1 (en) | 2001-01-31 | 2003-10-14 | Ainsworth Inc. | Remote control system |
| US9587491B2 (en) | 2010-09-22 | 2017-03-07 | Joy Mm Delaware, Inc. | Guidance system for a mining machine |
| AU2015268615A1 (en) * | 2014-12-12 | 2016-06-30 | Joy Global Underground Mining Llc | Guidance system for a mining machine |
| CN110977984B (en) * | 2019-12-23 | 2023-05-05 | 上海钛米机器人科技有限公司 | Control strip, mechanical arm control method, device, system and storage medium |
| CN115195563B (en) * | 2022-09-15 | 2022-11-15 | 上海伯镭智能科技有限公司 | Unmanned mine car autonomous unloading method based on laser sensing |
-
1991
- 1991-04-26 CA CA 2041373 patent/CA2041373C/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| CA2041373A1 (en) | 1991-11-08 |
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