CN117985078A - Unmanned system of underground mining rail locomotive - Google Patents
Unmanned system of underground mining rail locomotive Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
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Abstract
The invention discloses an unmanned system of a track-bound locomotive for underground mining, which relates to the technical field of path planning, wherein a path generating unit is arranged to generate a plurality of possible running paths for the track-bound locomotive for the pre-execution of the transportation tasks in multiple aspects of transportation acquisition data, topography of underground mining areas, track layout positions, track locomotive speeds, loads and the like in the running process of the track-bound locomotive for the pre-execution of the transportation tasks at the current moment, and comprehensively evaluates each running path by combining two aspects of data transmission packet loss rate and data capacity between two coordinate points in the running path to determine an optimal running path, so that the data loss caused by weak signals or interruption of the track-bound locomotive in the running process can be effectively avoided; the high humidity, explosive environment in the pit can cause interference to the electronics of the locomotive, affecting the integrity and reliability of the data.
Description
Technical Field
The invention relates to the technical field of path planning, in particular to an unmanned system of a track locomotive for underground mining.
Background
The unmanned system of the underground mining rail locomotive is an automatic technology applied to mine transportation and aims to improve the safety, efficiency and reliability of mine transportation. The system realizes automatic driving and remote control of the mining rail locomotive by integrating advanced sensors, controllers and communication technology;
The existing unmanned system of the underground mining rail locomotive is characterized in that a rail locomotive is subjected to path planning, a planned optimal path is input into the rail locomotive, the rail locomotive runs according to the planned optimal path, in the process, the path planning of the rail locomotive is based on a departure point and a destination of the rail locomotive, and meanwhile, the conditions of shortest path, mine internal structure, obstacle distribution and the like are considered;
However, due to the special nature of the downhole environment, such as poor illumination conditions, large attenuation of wireless transmission, and no satellite signal; in mine environments, particularly in some remote or deep areas, there may be problems with incomplete coverage of the wireless communication network. If the data transmission environment of each area in the path is not considered, when the locomotive runs to the areas, data loss can be caused by weak signals or interruption; the underground high humidity and explosive environment can cause interference to the electronic equipment of the locomotive, and the integrity and reliability of data are affected;
In order to solve the above problems, the present invention proposes a solution.
Disclosure of Invention
The invention aims to provide an unmanned system of a track-bound locomotive for underground mining, which aims to solve the problem that in the prior art, if the data transmission environment of each area in a path is not considered in the process of planning the path of the track-bound locomotive, when the locomotive runs to the areas, the data can be lost due to weak signals or interruption; the high humidity, explosive environment in the pit can cause interference to the electronics of the locomotive, affecting the integrity and reliability of the data.
The aim of the invention can be achieved by the following technical scheme:
An unmanned system of a track locomotive for underground mining, comprising:
The on-ground dispatching center is used for dispatching the rail locomotives to execute transportation tasks and comprises a path generating unit, a path decision unit and an on-ground monitoring unit;
For a track-bound locomotive pre-executing a transportation task at the current moment, a path generating unit generates a plurality of possible driving paths for the track-bound locomotive, and scores each possible driving path;
the path decision unit selects one running path from the generated multiple possible running paths as a task running path for executing the transportation task in advance;
And the ground monitoring unit stores transportation data of all the rail locomotives for completing corresponding transportation tasks.
Further, for a rail locomotive starting to execute a transportation task, the transportation data acquisition module acquires transportation acquisition data in the running process of the rail locomotive in real time and transmits the transportation acquisition data to the ground monitoring unit, and the ground monitoring unit combines all received transportation data after the rail locomotive executes the corresponding transportation task to obtain transportation data of the rail locomotive for completing the transportation task;
the transportation collection data in the running process of the rail locomotive comprises attitude information, a task running path, position information of loading points and unloading points of the rail locomotive.
Further, the path decision unit pre-stores decision signal values, the decision signal quantity value is selected from 0 or 1, and the initial decision signal quantity value is 0.
The invention has the beneficial effects that:
(1) According to the method, the path generation unit is arranged to generate a plurality of possible running paths for the track locomotive which pre-executes the transportation task from various aspects such as transportation collection data, topography of an underground mining area, track layout position, track locomotive speed, load and the like in the running process of the track locomotive which pre-executes the transportation task at the current moment, and meanwhile, the two aspects of data transmission packet loss rate and data capacity between every two coordinate points in the running paths are combined to comprehensively evaluate each running path to determine the optimal running path, so that the data loss caused by weak or broken signals of the track locomotive in the running process can be effectively avoided; the high humidity, explosive environment in the pit can cause interference to the electronics of the locomotive, affecting the integrity and reliability of the data.
(2) According to the method, the path analysis unit is used for calculating the path evaluation values of the multiple possible travel paths for the data transmission average value and the data packet loss average value between every two coordinate points in the travel paths, and the travel path corresponding to the path evaluation value with the smallest selected value is used as the task travel path of the track-bound locomotive for executing the transportation task at the time, and the final selected result is more accurate by simultaneously considering the data transmission average value and the data packet loss average value.
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The invention is further described below with reference to the accompanying drawings.
FIG. 1 is a system block diagram of the present invention;
fig. 2 is a flow chart of the method of the present invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
An embodiment I, as shown in fig. 1 and 2, is a unmanned system of a track locomotive for underground mining, comprising an overground dispatching center and a transportation data acquisition module;
The above-ground dispatching center is used for planning an unmanned path of the rail locomotive, and comprises a path generating unit, a path analyzing unit, a path deciding unit and an above-ground monitoring unit, wherein in the embodiment, the rail locomotive refers to a underground mining rail locomotive, and the rail locomotive comprises a controller for controlling the rail locomotive to execute an operation task;
The path generation unit is pre-stored with a path planning model for unmanned driving of the underground mining rail locomotive;
the method comprises the steps that a track-bound locomotive for pre-executing a transportation task at the current moment, a ground dispatching center inputs position information of a loading point and a unloading point of the track-bound locomotive for the pre-executing the transportation task at the current moment and transportation collection data in the running process of all track-bound locomotives for executing the transportation task at the current moment into a path planning model, and the path planning model generates a plurality of possible running paths for the track-bound locomotive for the pre-executing the transportation task at the current moment based on the conditions of topography, track layout positions, track locomotive speeds, loads, position information of the track-bound locomotives for executing the transportation task at the current moment of an underground mining area and corresponding task running paths and the like;
The path planning model comprises a preset scoring algorithm, path scoring can be carried out on each possible driving path according to the length of each generated driving path, and the shorter the length is, the higher the score is, the more recommendation is represented by the higher score;
In this embodiment, a possible driving path is represented by a series of continuous coordinate points, and one coordinate point corresponds to one longitude and latitude coordinate;
It should be noted that, any possible driving path generated for the pre-executed transportation task of the rail locomotive may enable the rail locomotive to arrive at the unloading point of the pre-executed transportation task from the loading point of the pre-executed transportation task, and return to the loading point from the unloading point of the pre-executed transportation task;
In the underground mining process, a loading point generally refers to a place where ore or coal and the like are collected and temporarily stored, and a discharging point is a place where the materials are placed before being transferred to other transportation means or facilities;
The primary transportation task comprises that the rail locomotive starts from the loading point to full of ore and reaches the unloading point to finish unloading;
the path generating unit is used for generating a plurality of possible driving paths by the track-bound locomotive pre-executing the transportation task at this time and transmitting the driving paths to the path decision unit;
The path decision unit pre-stores decision semaphore, the value of which is 1 or 0, in this embodiment, the value of the initial decision semaphore is 0;
The path decision unit receives the transmitted possible running paths of the track-bound locomotive for pre-executing the transportation task at the time and then preferentially obtains the value of the decision signal quantity, if the value of the current decision signal quantity is 0, one possible running path with the highest score is selected from the transmitted possible running paths as the task running path of the track-bound locomotive for pre-executing the transportation task at the time, and the task running path is input into the controller of the track-bound locomotive;
if the value of the current decision signal quantity is 1, acquiring interaction analysis data of a plurality of transport combinations stored in the current decision signal quantity, and selecting a task driving path of the track locomotive for executing the transport task at the time according to a preset path decision rule, wherein the preset path decision rule is as follows:
S21: extracting interactive analysis data of corresponding transport combinations from a path decision unit based on loading points and unloading points of the track locomotive which pre-executes transport tasks at the time;
S22: marking a plurality of possible driving paths generated by the received track-bound locomotive which pre-executes the transportation task at the time as J1, J2, jj and J is more than or equal to 1;
s23: and calculating and acquiring a path evaluation N1 of the driving path J1 based on data transmission according to a preset calculation rule. The method comprises the following steps:
S231: extracting a series of continuous coordinate points from a traveling path J1, and marking the coordinate points as K1, K2, kk and K being more than or equal to 1 according to the continuity of the positions of the coordinate points from a loading point to a discharging point in sequence;
S232: the coordinate points K1 and K2, the coordinate points K2 and K3, the data transmission average amounts L1, L2, the data packet loss average amounts M1, M2, the data transmission average amounts M1 and M1 of the coordinate points K-1 and K3, the data transmission average amounts L2, the data transmission average amounts K-1 and K are respectively obtained from all the interactive analysis data extracted in the S21;
If the data transmission average quantity and the data packet loss average quantity of the coordinate points Km and km+1 do not exist in all the extracted interactive analysis data, respectively setting the data transmission average quantity and the data packet loss average quantity of the coordinate points Km and km+1 as P1 and P2, wherein the P1 and the P2 are respectively preset balanced data transmission average quantity values and balanced data packet loss average quantity values, and Km refers to one coordinate point of coordinate points K1, K2, the first place and Kk;
S233: comparing the data transmission average quantity L1 and the data packet loss average quantity M1 of K1 and K2 with P3 and P4 respectively, if L1 is more than or equal to P3 and M1 is more than or equal to P4, calibrating the data packet loss average quantity M1 as a data packet loss average quantity Q1, otherwise, not performing any processing, wherein P3 and P4 are respectively a preset data transmission average quantity comparison threshold value and a preset data packet loss average quantity comparison threshold value;
S234: according to S233, sequentially comparing the data transmission average quantity of K1 and K2, coordinate points K2 and K3, the data transmission average quantity of K.I., kk-1 and Kk with P3, and comparing the data packet loss average quantity with P4 to obtain all data packet loss average quantities Q1, Q2, Q.I., qq after comparison;
s235: using the formula Calculating and acquiring a path evaluation N1 of a driving path J1 based on data transmission, wherein Qmax and Qmin are respectively the maximum value and the minimum value in Q1, Q2, qq, alpha 1 and alpha 2 are respectively preset first and second packet loss ratio adjustment factors, beta 1 and beta 2 are respectively preset first and second path evaluation ratio factors, and T1 is the path evaluation performed on the driving path J1 when the path planning model generates the driving path J1;
S24: sequentially calculating and acquiring the driving paths J1, J2, & gt, jj and the path evaluation values N1, N2, & gt, nj based on data transmission according to S23;
The corresponding running path is estimated from the path with the smallest value as the task running path of the track-bound locomotive for executing the transportation task at this time, and the task running path is input into a controller of the track-bound locomotive;
the controller of the rail locomotive controls the rail locomotive to start executing the transportation task after receiving the task driving path transmitted to the rail locomotive for executing the transportation task in advance;
the method comprises the steps that for a rail locomotive starting to execute a transportation task, transportation data acquisition modules acquire transportation acquisition data in the running process of the rail locomotive in real time and transmit the transportation acquisition data to an on-ground monitoring unit, wherein the transportation acquisition data in the running process of the rail locomotive comprises attitude information, load, task running path, loading point and unloading point position information of the rail locomotive;
The attitude information of the rail locomotive comprises position information, angle information, speed and acceleration information;
the position information is obtained through a laser radar and a visual sensor, and the position of the rail locomotive in a rectangular coordinate system and the distance between the rail locomotive and an obstacle can be obtained;
the angle information is the data of the included angles of the plane of the vehicle body, the rotation angle of the wheels and the hinge plate, which are obtained by using a stereoscopic vision parameter measurement method;
the task driving path refers to a driving path selected by the rail locomotive currently executing the transportation task;
The method comprises the steps that for a rail locomotive which performs a transportation task, an above-ground monitoring unit merges the transportation collected data received by the rail locomotive in the running process of the transportation task, and the merged data is used as transportation data of the rail locomotive for performing the transportation task to be stored;
The path analysis unit is used for periodically analyzing the transportation collection data of all the rail locomotives stored in the ground monitoring unit for executing corresponding transportation tasks, and specifically comprises the following steps:
S11: traversing the transportation collection data of all rail locomotives stored in the ground monitoring unit for executing corresponding transportation tasks to obtain n transportation combinations, wherein one transportation combination consists of a loading point and a discharging point;
It should be noted that, a loading point and an unloading point included in any one transport combination must have one transport collection data and include the same transport collection data;
S12: selecting a transport combination, extracting transport acquisition data containing position information of loading points and unloading points in the transport combination from all transport acquisition data stored in the path analysis period, and marking the transport acquisition data as A1, A2, aa and a more than or equal to 1 in sequence;
S13: all task driving paths contained in the transportation acquisition data A1, A2, and Aa are sequentially extracted, the weight of the task driving paths is removed, and all task driving paths after the weight removal are sequentially marked as B1, B2, bb, and B is more than or equal to 1 and less than or equal to a;
S14: firstly, selecting a task driving path B1 as a path to be analyzed, extracting all transport acquisition data of which the task driving path is the path to be analyzed from all transport acquisition data stored in the path analysis period, and marking the task driving path as C1, C2, cc and C is more than or equal to 1 in sequence;
s15: extracting a series of continuous coordinate points from a loading point to a discharging point from a path to be analyzed, and respectively selecting one coordinate point closest to the loading point and the discharging point, wherein the coordinate points are correspondingly marked as D1 and Dd;
the method comprises the steps of sequentially marking the extracted remaining unmarked coordinate points as D2, D3, dd-1 according to the continuity of the positions of the rest coordinate points, wherein the coordinate point D2 is close to a loading point, and the D-1 is close to a discharging point;
S16: calculating and obtaining the data transmission average G1 and the data packet loss average I1 of the paths to be analyzed based on the coordinate points D1 and D2 according to a preset calculation rule, wherein the data transmission average G1 and the data packet loss average I1 are specifically as follows:
S161: the total data capacity of all the transport collection data which are collected and transmitted in the process that the rail vehicle runs from the coordinate point D1 to the coordinate point D2 is extracted from the transport collection data C1, and the total data capacity is calibrated as the data transmission quantity E1 of the transport collection data C1 based on the coordinate points D1 and D2;
meanwhile, the packet loss rate of the transmission and collection data of the corresponding rail vehicle in the process of driving from the coordinate point D1 to the coordinate point D2 is obtained, and the packet loss rate is calibrated as the data packet loss quantity F1 of the transmission and collection data C1 based on the coordinate points D1 and D2;
S162: sequentially calculating and acquiring data transmission amounts E1, E2, and Ec of transportation and collection data C1, C2, and Cc based on coordinate points D1 and D2 according to S161, calculating and acquiring a mean value of the data transmission amounts, and recalibrating the calculated mean value as a data transmission average amount G1 of a path to be analyzed based on the coordinate points D1 and D2;
s163: sequentially calculating and acquiring data packet loss amounts F1, F2, and Fc of transportation collection data C1, C2, C and C based on coordinate points D1 and D2 according to S162;
Using the formula Calculating and obtaining discrete values H1 of data packet loss quantities F1, F2, and Fc, wherein H is a preset data packet loss quantity discrete threshold value based on coordinate points D1 and D2, and F is the average value of Fh;
If H1 is more than or equal to H, sequentially deleting corresponding Fh according to the sequence of |Fh-F| from large to small, calculating a discrete value H1 of the residual Fh, comparing the sizes of H1 and H again until H1 is less than H, and recalibrating F which participates in the calculation of the discrete value H1 at the moment as data packet loss average quantity I1 of a path to be analyzed based on coordinate points D1 and D2;
S17: sequentially calculating and acquiring data transmission average amounts G1, G2, gd-1 and data packet loss average amounts I1, I2, id-1 of the paths to be analyzed based on coordinate points D1 and D2, D2 and D3 according to S13 to S16, and generating transmission analysis data of the paths to be analyzed according to the data transmission average amounts G1, G2, gd-1 and data packet loss average amounts I1, I2;
s18: sequentially selecting task driving paths B1, B2 and Bb as paths to be analyzed, and correspondingly generating transmission analysis data of the task driving paths B1, B2 and Bb according to S13 to S17;
The path analysis unit generates interaction analysis data of the transport combination according to the transmission analysis data of the task driving paths B1, B2;
s19: sequentially calculating the obtained interactive analysis data of n transport combinations according to S11 to S18;
The path analysis unit transmits the obtained interaction analysis data of the n transport combinations to the path decision unit for updating and storing;
It should be noted that, when the path decision unit stores the interactive analysis data for the first time, the value of the decision signal quantity in the path decision unit is modified to be 1, and the path decision unit is kept unchanged all the time after that;
In the description of the present specification, the descriptions of the terms "one embodiment," "example," "specific example," and the like, mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
The foregoing is merely illustrative and explanatory of the invention, as various modifications and additions may be made to the particular embodiments described, or in a similar manner, by those skilled in the art, without departing from the scope of the invention or exceeding the scope of the invention as defined in the claims.
The foregoing describes one embodiment of the present invention in detail, but the description is only a preferred embodiment of the present invention and should not be construed as limiting the scope of the invention. All equivalent changes and modifications within the scope of the present invention are intended to be covered by the present invention.
Claims (8)
1. An unmanned system of a track-bound locomotive for a mine in a well, comprising:
The ground dispatching center is used for dispatching the rail locomotive to execute the transportation task and comprises a path generating unit, a path decision unit, a ground monitoring unit and a path analyzing unit;
For a track-bound locomotive pre-executing a transportation task at the current moment, a path generating unit generates a plurality of possible driving paths for the track-bound locomotive, and scores each possible driving path;
the path decision unit selects one running path from the generated multiple possible running paths as a task running path for executing the transportation task in advance;
The ground monitoring unit stores transportation data of all rail locomotives for completing corresponding transportation tasks;
The path analysis unit is used for periodically analyzing the transportation collection data of all the rail locomotives stored in the ground monitoring unit for executing corresponding transportation tasks, and specifically comprises the following steps:
S11: traversing the transportation collection data of all rail locomotives stored in the ground monitoring unit for executing corresponding transportation tasks to obtain n transportation combinations, wherein one transportation combination consists of a loading point and a discharging point;
S12: selecting a transport combination, extracting transport acquisition data containing position information of loading points and unloading points in the transport combination from all transport acquisition data stored in the path analysis period, and marking the transport acquisition data as A1, A2, aa and a more than or equal to 1 in sequence;
S13: all task driving paths contained in the transportation acquisition data A1, A2, and Aa are sequentially extracted, the weight of the task driving paths is removed, and all task driving paths after the weight removal are sequentially marked as B1, B2, bb, and B is more than or equal to 1 and less than or equal to a;
S14: firstly, selecting a task driving path B1 as a path to be analyzed, extracting all transport acquisition data of which the task driving path is the path to be analyzed from all transport acquisition data stored in the path analysis period, and marking the task driving path as C1, C2, cc and C is more than or equal to 1 in sequence;
s15: extracting a series of continuous coordinate points from a loading point to a discharging point from a path to be analyzed, and respectively selecting one coordinate point closest to the loading point and the discharging point, wherein the coordinate points are correspondingly marked as D1 and Dd;
the method comprises the steps of sequentially marking the extracted remaining unmarked coordinate points as D2, D3, dd-1 according to the continuity of the positions of the rest coordinate points, wherein the coordinate point D2 is close to a loading point, and the D-1 is close to a discharging point;
S16: calculating and obtaining the data transmission average G1 and the data packet loss average I1 of the paths to be analyzed based on the coordinate points D1 and D2 according to a preset calculation rule, wherein the data transmission average G1 and the data packet loss average I1 are specifically as follows:
S161: the total data capacity of all the transport collection data which are collected and transmitted in the process that the rail vehicle runs from the coordinate point D1 to the coordinate point D2 is extracted from the transport collection data C1, and the total data capacity is calibrated as the data transmission quantity E1 of the transport collection data C1 based on the coordinate points D1 and D2;
meanwhile, the packet loss rate of the transmission and collection data of the corresponding rail vehicle in the process of driving from the coordinate point D1 to the coordinate point D2 is obtained, and the packet loss rate is calibrated as the data packet loss quantity F1 of the transmission and collection data C1 based on the coordinate points D1 and D2;
S162: sequentially calculating and acquiring data transmission amounts E1, E2, and Ec of transportation and collection data C1, C2, and Cc based on coordinate points D1 and D2 according to S161, calculating and acquiring a mean value of the data transmission amounts, and recalibrating the calculated mean value as a data transmission average amount G1 of a path to be analyzed based on the coordinate points D1 and D2;
s163: sequentially calculating and acquiring data packet loss amounts F1, F2, and Fc of transportation collection data C1, C2, C and C based on coordinate points D1 and D2 according to S162;
Using the formula Calculating and obtaining discrete values H1 of data packet loss quantities F1, F2, and Fc, wherein H is a preset data packet loss quantity discrete threshold value based on coordinate points D1 and D2, and F is the average value of Fh;
If H1 is more than or equal to H, sequentially deleting corresponding Fh according to the sequence of |Fh-F| from large to small, calculating a discrete value H1 of the residual Fh, comparing the sizes of H1 and H again until H1 is less than H, and recalibrating F which participates in the calculation of the discrete value H1 at the moment as data packet loss average quantity I1 of a path to be analyzed based on coordinate points D1 and D2;
S17: sequentially calculating and acquiring data transmission average amounts G1, G2, gd-1 and data packet loss average amounts I1, I2, id-1 of the paths to be analyzed based on coordinate points D1 and D2, D2 and D3 according to S13 to S16, and generating transmission analysis data of the paths to be analyzed according to the data transmission average amounts G1, G2, gd-1 and data packet loss average amounts I1, I2;
s18: sequentially selecting task driving paths B1, B2 and Bb as paths to be analyzed, and correspondingly generating transmission analysis data of the task driving paths B1, B2 and Bb according to S13 to S17;
The path analysis unit generates interaction analysis data of the transport combination according to the transmission analysis data of the task driving paths B1, B2;
s19: sequentially calculating the obtained interactive analysis data of n transport combinations according to S11 to S18;
And the path analysis unit transmits the obtained interaction analysis data of the n transport combinations to the path decision unit for updating and storing.
2. The unmanned system of a track-bound locomotive for underground mining according to claim 1, wherein the travel path generated by the path generating unit is represented by a series of continuous coordinate points, one coordinate point corresponding to one longitude and latitude coordinate.
3. The unmanned system of a track-bound locomotive for underground mining according to claim 1, wherein for a track-bound locomotive which starts to execute a transportation task, the transportation data acquisition module acquires transportation acquisition data in the running process of the track-bound locomotive in real time and transmits the transportation acquisition data to the ground monitoring unit, and the ground monitoring unit combines all received transportation acquisition data after the corresponding transportation task is executed by the ground monitoring unit to obtain transportation data of the track-bound locomotive which completes the transportation task;
the transportation collection data in the running process of the rail locomotive comprises attitude information, a task running path, position information of loading points and unloading points of the rail locomotive.
4. A system according to claim 1, wherein the decision signal value is pre-stored in the path decision unit, the decision signal value being selected from 0 or 1, and the initial decision signal value being 0.
5. A system according to claim 1, wherein the path decision unit modifies the value of the decision signal therein to 1 when the interactive analysis data is first stored, and thereafter remains unchanged.
6. The unmanned system of a rail vehicle for underground mining according to claim 4, wherein the route decision unit selects one travel route from a plurality of possible travel routes generated by the route generation unit at the present time for the rail vehicle for which the transportation task is pre-performed as the task travel route for which the transportation task is pre-performed, based on the value of the decision signal amount pre-stored therein.
7. The unmanned system of claim 6, wherein when the decision signal is 0, one of the plurality of possible travel paths is selected as the mission travel path for the rail vehicle that is currently pre-performing the mission.
8. The unmanned system of a rail locomotive for underground mining according to claim 6, wherein when the value of the decision signal is 1, the interactive analysis data of a plurality of transport combinations currently stored in the unmanned system is obtained, and the task driving path of the rail locomotive for this time is selected according to a preset path decision rule, wherein the preset path decision rule is as follows:
S21: extracting interactive analysis data of corresponding transport combinations from a path decision unit based on loading points and unloading points of the track locomotive which pre-executes transport tasks at the time;
S22: marking a plurality of possible driving paths generated by the received track-bound locomotive which pre-executes the transportation task at the time as J1, J2, jj and J is more than or equal to 1;
s23: the route evaluation N1 of the driving route J1 based on data transmission is calculated and acquired according to a preset calculation rule, and specifically is as follows:
S231: extracting a series of continuous coordinate points from a traveling path J1, and marking the coordinate points as K1, K2, kk and K being more than or equal to 1 according to the continuity of the positions of the coordinate points from a loading point to a discharging point in sequence;
S232: the coordinate points K1 and K2, the coordinate points K2 and K3, the data transmission average amounts L1, L2, the data packet loss average amounts M1, M2, the data transmission average amounts M1 and M1 of the coordinate points K-1 and K3, the data transmission average amounts L2, the data transmission average amounts K-1 and K are respectively obtained from all the interactive analysis data extracted in the S21;
S233: comparing the data transmission average quantity L1 and the data packet loss average quantity M1 of K1 and K2 with P3 and P4 respectively, if L1 is more than or equal to P3 and M1 is more than or equal to P4, calibrating the data packet loss average quantity M1 as a data packet loss average quantity Q1, otherwise, not performing any processing, wherein P3 and P4 are respectively a preset data transmission average quantity comparison threshold value and a preset data packet loss average quantity comparison threshold value;
S234: according to S233, sequentially comparing the data transmission average quantity of K1 and K2, coordinate points K2 and K3, the data transmission average quantity of K.I., kk-1 and Kk with P3, and comparing the data packet loss average quantity with P4 to obtain all data packet loss average quantities Q1, Q2, Q.I., qq after comparison;
s235: using the formula
Calculating and acquiring a path evaluation N1 of a driving path J1 based on data transmission, wherein Qmax and Qmin are respectively the maximum value and the minimum value in Q1, Q2, qq, alpha 1 and alpha 2 are respectively preset first and second packet loss ratio adjustment factors, beta 1 and beta 2 are respectively preset first and second path evaluation ratio factors, and T1 is the path evaluation performed on the driving path J1 when the path planning model generates the driving path J1;
S24: sequentially calculating and acquiring the driving paths J1, J2, & gt, jj and the path evaluation values N1, N2, & gt, nj based on data transmission according to S23;
And (3) selecting the path with the smallest value from the estimated value to evaluate the corresponding running path as the task running path of the track-bound locomotive for executing the transportation task at this time.
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