WO2022063406A1 - Commande de sécurité de véhicule minier - Google Patents

Commande de sécurité de véhicule minier Download PDF

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Publication number
WO2022063406A1
WO2022063406A1 PCT/EP2020/076817 EP2020076817W WO2022063406A1 WO 2022063406 A1 WO2022063406 A1 WO 2022063406A1 EP 2020076817 W EP2020076817 W EP 2020076817W WO 2022063406 A1 WO2022063406 A1 WO 2022063406A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
obstacle
zone
obstacle detection
detection zone
Prior art date
Application number
PCT/EP2020/076817
Other languages
English (en)
Inventor
Jussi Puura
Lauri Siivonen
Original Assignee
Sandvik Mining And Construction Oy
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Sandvik Mining And Construction Oy filed Critical Sandvik Mining And Construction Oy
Priority to EP20781337.9A priority Critical patent/EP4217808A1/fr
Priority to PCT/EP2020/076817 priority patent/WO2022063406A1/fr
Priority to CN202080104086.6A priority patent/CN116113901A/zh
Priority to PE2023000163A priority patent/PE20230873A1/es
Publication of WO2022063406A1 publication Critical patent/WO2022063406A1/fr

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Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0231—Control of position or course in two dimensions specially adapted to land vehicles using optical position detecting means
    • G05D1/0238—Control of position or course in two dimensions specially adapted to land vehicles using optical position detecting means using obstacle or wall sensors
    • G05D1/024—Control of position or course in two dimensions specially adapted to land vehicles using optical position detecting means using obstacle or wall sensors in combination with a laser
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/02—Active or adaptive cruise control system; Distance control
    • B60T2201/022—Collision avoidance systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/02—Active Steering, Steer-by-Wire

Definitions

  • the present invention relates to controlling mine vehicle operations safety, and in particular to controlling collision prevention related features for autonomously operating vehicles.
  • Mining or construction excavation worksites such as underground hard rock or soft rock mines, may comprise areas for automated operation of mobile work machines, such as load and/or haul machines and drilling rigs, which may also be referred to as mine vehicles.
  • Such work machine may be an unmanned, e.g. remotely controlled from a control room, or a manned mine vehicle, i.e. operated by an operator in a cabin of the vehicle.
  • Work machines may be configured to perform at least some of tasks autonomously.
  • An automated work machine operating in an automatic mode may operate independently without external control but may be taken under external control at certain operation areas or conditions, such as during states of emergencies.
  • W02004086084 discloses a mine vehicle collision prevention system.
  • the mine vehicle includes at least one scanner to scan the environment in front of the vehicle. On the basis of the scanning, an obstacle-free route is determined whose outermost points in a sideward direction are stored as memory points. At least one sideward safe area has been predetermined around the vehicle. A control system checks that no memory point resides within the safe area.
  • an apparatus comprising means configured for performing: defining, for a vehicle configured to operate autonomously in an underground tunnel system of a worksite, a dynamic obstacle detection zone on the basis of the current speed and current steering angle of the vehicle, detecting an obstacle within the obstacle detection zone, controlling locking steering of the vehicle in response to the detected obstacle, and maintaining locked state of steering during braking of the vehicle in response to the detected obstacle.
  • a method comprising: defining, for a vehicle configured to operate autonomously in an underground tunnel system of a worksite, a dynamic obstacle detection zone on the basis of the current speed and current steering angle of the vehicle, detecting an obstacle within the obstacle detection zone, controlling locking steering of the vehicle in response to the detected obstacle, and maintaining locked state of steering during braking of the vehicle in response to the detected obstacle.
  • an apparatus comprising at least one processor, at least one memory including computer program code, the at least one memory and the computer program code being configured to, with the at least one processor, cause the apparatus at least to carry out the method or an embodiment of the method.
  • a vehicle comprising means configured for performing defined by the method or an embodiment thereof.
  • the means may comprise at least one processor; and at least one memory including computer program code, the at least one memory and computer program code configured to, with the at least one processor, cause the performance of the apparatus or the vehicle.
  • a computer program for, when executed in a data processing apparatus, to cause the apparatus to perform the method or an embodiment thereof.
  • FIGURE 1 illustrates an example of an underground work site
  • FIGURE 2 illustrates an example of an autonomous mine vehicle in accordance with some embodiments
  • FIGURE 3 illustrates a method according to at least some embodiments
  • FIGURE 4 illustrates a top view of a mine vehicle and obstacle detection zones
  • FIGURE 5 illustrates a method according to at least some embodiments
  • FIGURE 6 illustrate examples of rear and front monitoring zones
  • FIGURE 7 illustrates an apparatus capable of supporting at least some embodiments.
  • Figure 1 illustrates a simplified example of an underground worksite 1 comprising a network of underground tunnels 2.
  • a plurality of mobile objects or devices, such as persons or pedestrians 3 and/or mine vehicles 4, 5, 6, 7 may be present in and move between different areas or operation zones of the worksite 1.
  • mine vehicle refers generally to mobile work machines suitable to be used in the operation of different kinds of mining and/or construction excavation worksites, such as lorries, dumpers, vans, mobile rock drilling or milling rigs, mobile reinforcement machines, bucket loaders or other kind of mobile work machines which may be used in different kinds of excavation worksites.
  • mine vehicle is not limited in any way to vehicles only for ore mines, but the mine vehicle may be a mobile work machine used at construction excavation sites.
  • a mine vehicle may be an autonomously operating vehicle.
  • autonomously operating vehicle herein refers to at least partially automated vehicles. The vehicle may be configured with an autonomous operating mode, during which it may operate/drive independently without requiring continuous user control, but the vehicle may be taken under external control, during states of emergencies, for example.
  • the worksite 1 comprises a communications system, such as a wireless access system comprising a wireless local area network (WLAN) and/or a cellular communications network, comprising a plurality of wireless access nodes 8.
  • the access nodes 8 may communicate with wireless communications units comprised by the mine vehicles or mobile devices carried by pedestrians and with further communications devices (not shown), such as network device(s) configured to facilitate communications with a control system 9, which may be an on-site (underground or above-ground) and/or remote via intermediate networks.
  • a communications system such as a wireless access system comprising a wireless local area network (WLAN) and/or a cellular communications network, comprising a plurality of wireless access nodes 8.
  • the access nodes 8 may communicate with wireless communications units comprised by the mine vehicles or mobile devices carried by pedestrians and with further communications devices (not shown), such as network device(s) configured to facilitate communications with a control system 9, which may be an on-site (underground or above-ground) and/or remote via intermediate networks.
  • a server of the system 9 may be configured to manage at least some operations at the worksite, such as provide a UI for an operator to remotely monitor and, when needed, control automatic operation operations of the vehicles and/or assign routes and work tasks for a fleet of vehicles and update and/or monitor task performance and status.
  • the system 9 may be connected to a further network(s) and system(s), such a worksite management system, a cloud service, an intermediate communications network, such as the internet, etc.
  • the system may comprise or be connected to further device(s) or control unit(s), such as a handheld user unit, a vehicle unit, a worksite management device/system, a remote control and/or monitoring device/system, data analytics device/system, sensor system/device, etc.
  • the worksite 1 may further comprise various other types of mine operations devices connectable to the control system 9 e.g. via the access node 8, not illustrated in Figure 1.
  • further mine operations devices include various devices for power supply, ventilation, air condition analysis, safety, communications, and other automation devices.
  • the worksite may comprise a passage control system comprising passage control units (PCU) separating operation zones, some of which may be set-up for autonomously operating vehicles.
  • PCU passage control units
  • the passage control system and associated PCUs may be configured to allow or prevent movement of one or more vehicles and/or pedestrians between zones.
  • FIG. 2 illustrates a mine vehicle 20, in this example a loader or a load and haul (LHD) vehicle comprising a bucket 22.
  • the vehicle 20 may be an articulated vehicle comprising a front section 26 and a rear section 28 connected by a joint 24.
  • LHD load and haul
  • the vehicle 20 comprises at least one control unit 30 configured to control at least some functions and/or actuators of the vehicle.
  • the control unit 30 may comprise one or more computing units/processors executing computer program code stored in memory.
  • the control unit may be connected to one or more other control units of a control system of the vehicle, in some embodiments by a controller area network (CAN) bus.
  • the control unit may comprise or be connected to a user interface with a display device as well as operator input interface for receiving operator commands and information to the control unit.
  • CAN controller area network
  • control unit 30 is configured to control at least autonomous operation control related operations, and there may be one or more other control units in the vehicle for controlling other operations. It is to be appreciated that the control unit 30 may be configured to perform at least some of the below illustrated features, or a plurality of control units or controllers may be applied to perform these features. There may be further operations modules or functions performed by the control unit(s), e.g. an automatic driving function, at least one positioning unit/module/function, and/or an obstacle avoidance function.
  • the vehicle 20 may be unmanned.
  • the user interface may be remote from the vehicle and the vehicle may be remotely controlled by an operator in the tunnel, or in control room at worksite area or even long distance away from the mine via communications network(s).
  • a control unit outside the vehicle 20, for example in the control system 9 may be configured to perform at least some of the below illustrated features.
  • the vehicle 20 comprises one or more scanning units, or scanners 32, configured to perform scanning of the environment of the vehicle.
  • the vehicle 20 may comprise a front scanner configured to scan environment towards normal forward driving direction A (and naturally to sides within reach of the scanner).
  • the vehicle may also comprise a rear scanner configured to scan the environment towards direction opposite to A, i.e. backwards of the vehicle.
  • the scanner 32 is a 3D scanner, in which case 3D scanning data, e.g. point cloud data is produced.
  • the scanner 32 may be a laser scanner or another type of sensor device, such as 4D or another type of radar, appropriate for determining obstacles and distances to obstacles for the vehicle.
  • the scanning results are applied to detect position and orientation of the vehicle and one or more further elements thereof, such as the scanner 32 or the bucket 22.
  • the control unit 30, or alternatively another control/computation unit in the vehicle may compare operational scanned tunnel profile data to reference profile data stored in an environment model and position the vehicle on the basis of finding a match in the environment model to position the vehicle and thus operate as scanning position source.
  • the environment model may be obtained based on scanning by (teach-)driving the vehicle or other type of survey, for example.
  • the vehicle 20 may comprise a simultaneous localization and mapping (SLAM) unit configured to both position the vehicle and (augment) map the environment on the basis of (2D or 3D) scanning information while the vehicle is driving.
  • SLAM simultaneous localization and mapping
  • a driving plan, or a route plan may define a route to be driven by the vehicle 20 and may be used as an input for automatic driving of the vehicle.
  • the route plan may be generated offline and off-site, for example in an office, or on-board the vehicle e.g. by a teaching drive.
  • the plan may define a start point, an end point, and a set of route points for the automatic drive.
  • Such plan may be sent via a wired or wireless connection to, or otherwise loaded to the vehicle, to a memory of the vehicle for access by the control unit 30 or another unit controlling automatic driving of the vehicle and generating steering parameters or signals to follow the route according to the route plan.
  • the vehicle 20 may be provided with an obstacle detection function or unit, which may be part of a collision avoidance or prevention system and performed by the control unit 30, for example.
  • the obstacle detection function may be configured to perform collision examination based on scanning data received from at least scanner 32. There may be a plurality of scanners applied. For example, one scanner may cover a rear portion of the vehicle and another scanner may cover a front section of the vehicle by directional beams.
  • the obstacle detection may apply one or more obstacle detection or monitoring zones around the vehicle. If an object is detected as an obstacle in the zone, the vehicle may be stopped.
  • the obstacle detection function may be configured to monitor distances to closest detection points (wall or other obstacle points) on the basis of scanning environment by at least one scanner 32 of the mine vehicle during driving, as also illustrated earlier.
  • An obstacle detection zone may be applied for object detection. If a detection point falls in the obstacle detection zone, a collision warning may be issued, and the mine vehicle may be instantly stopped.
  • the obstacle detection zone is configured for the obstacle detection for the route based on narrowest part of the tunnel system, it may be possible that relevant obstacles are left unnoticed at wider parts of the tunnel system where the autonomous vehicle may be driving at high speed (or the vehicle may be controlled to drive slower than it could). On the other hand, if the collision detection system would be too wide, this may prevent operation of the vehicle in narrow tunnel parts or curves.
  • Figure 3 illustrates a method for generating control information applicable as an input for controlling collision prevention operations for a vehicle configured to autonomously operate in a tunnel system of an underground worksite.
  • the method may be implemented by an apparatus configured for at least controlling the vehicle, such as an onboard controller (e.g. the control unit 30) or other kind of appropriately configured data processing device.
  • an onboard controller e.g. the control unit 30
  • other kind of appropriately configured data processing device e.g. the control unit 30
  • the method comprises defining 310 a dynamic obstacle detection zone for a vehicle configured to operate autonomously in an underground tunnel system of a worksite, such as the worksite 1 of Figure 1.
  • the dynamic obstacle detection zone may be defined on the basis of the current speed and current steering angle of the vehicle received as inputs for block 310.
  • the dynamic obstacle detection zone may then be monitored for obstacles, in some embodiments based on scanning data by the scanner 32.
  • Block 320 comprises detecting an obstacle within the obstacle detection zone.
  • the obstacle may be detected by the apparatus configured to perform an obstacle detection function for the vehicle, or based on a received signal from another unit or apparatus, indicative of the obstacle.
  • Block 330 comprises controlling locking steering of the vehicle in response to the detected obstacle.
  • the vehicle may enter a steering locked state and the steering angle may be fixed unchanged (or only within a given (small) angle deviation window or area) during the steering locked state.
  • Block 330 may comprise transmitting a (steering) control signal to, or in another way providing indication of the steering locking for, a driving or steering control or sub-system or unit of the vehicle, which then maintains the (current) set steering angle.
  • Block 330 may comprise, or there may be a further step of providing a braking control signal to a driving or braking control or sub-system or unit of the vehicle, for example.
  • Block 340 comprises maintaining the locked state of steering during braking of the vehicle in response to the detected obstacle. This may refer to maintaining the locked state continuously all the time the vehicle is braking, or for at least some of the braking time, e.g. until the vehicle is almost stopped.
  • the dynamic obstacle detection zone may refer generally to a dynamically updated area towards driving direction of the vehicle, defined by a dynamically adapted parameter set.
  • the obstacle detection zone may also be referred to as a safety or monitoring area, zone, or envelope, for example.
  • the monitored obstacle detection zone can be a forecasted space requirement for the vehicle dependent on the time required for full stop given the current speed and steering angle of the vehicle, which may include or added with safety margin(s) (which may be based on error margins of the input data).
  • the obstacle detection is based on scanning data from at least one scanner device 32 configured in the vehicle 20 towards driving direction of the vehicle 20.
  • Detection 320 of the obstacle within the dynamic obstacle detection zone may be based on determining distance of the obstacle from the scanner and then computing if the obstacle is within the zone (based on current zone reach parameters and scanner position in relation to a vehicle portion/the zone).
  • the position of the obstacle in relation to the safety zone or the vehicle may be defined, and position of the obstacle may be compared to current reach of the dynamic detection zone.
  • the obstacle detection function or module e.g. part of a collision avoidance control function in or for the mine vehicle 20 may be configured to monitor the distances to closest detection points (wall or other obstacle points) on the basis of scanning environment by at least one scanner 32 of the vehicle during driving.
  • the obstacle detection function may be configured to further process the scanning data to classify recognition results (at least falling within the zone), if scanning results within the zone represent an obstacle to be avoided or not.
  • the obstacle detection function may be particularly configured to filter out recognition results due to dust or rain, for example.
  • the obstacle detection function is configured to define size of detected obstacles and filter out or omit obstacles that are smaller than a preconfigured obstacle size threshold value.
  • a safety system of the vehicle 20, e.g. by a safety function, unit or module by the control unit 30, may be configured to perform at least some of the steps of Figure 3.
  • the safety system may control emergency braking of the vehicle in response to detecting the obstacle within the dynamic obstacle detection zone and maintain the locked state of steering during the emergency braking of the vehicle.
  • the safety system may detect 320 the obstacle based on a signal from an obstacle detection module, for example.
  • Figure 4 illustrates a top view example, in which the vehicle 20 is driving between tunnel walls 2a, 2b along a route indicated by route points 60.
  • the dynamic obstacle detection zone 40 is illustrated in front of the vehicle 20 (towards the driving direction).
  • the vehicle 20 may comprise obstacle detection function configured to use the dynamic obstacle detection zone 40 and associated parameters defined in block 310.
  • Block 320 may comprise, or there may be further block(s) for processing of obstacle related data in order to define driving control impact caused by the detected obstacle.
  • there may be further blocks comprising (or block 320 may comprise) detecting a need for stopping the vehicle in response to an obstacle 50 being detected within the dynamic obstacle detection zone 40.
  • a collision warning may be issued, and the vehicle may be instantly controlled to be stopped (or at least brake to reduce speed).
  • At least some blocks of the method may be repeated during driving, some further examples also being illustrated below.
  • Obstacle detection may now be controlled based on dynamically adapted obstacle detection zone or safety margin, adapted based on current speed and current steering angle of the vehicle.
  • the zone length and width are speed dependant since from larger speed the braking distance is longer.
  • the machine can now access a narrower space without triggering the safety system, because smaller area is monitored. In wider areas the allowed speeds can be larger, as resulting wider monitoring areas will not cause unnecessary tripping of the safety system.
  • the dynamic obstacle detection zone 40 may be defined 310 on the basis of vehicle dimensions data.
  • vehicle dimensions data may refer generally to data indicative of space required by the vehicle 20. Such vehicle dimensions data may be specific to the vehicle or a set of vehicles (such as vehicles of predefined type(s) or model(s)).
  • the dynamic obstacle detection zone 40 may be defined 310 on the basis of delay associated with initiating braking and vehicle specific braking time and/or distance information dependent on speed. Such information, or parameters on the basis of such information, may be preconfigured in the apparatus performing the method, based on measurements performed by the vehicle or vehicle type. For example, a vehicle specific braking profile indicative of braking distances at different vehicle speeds may be stored in the memory of the apparatus and applied in block 310. Such information may also be specific to terrain or worksite, e.g. a set of profiles for different terrain conditions. Appropriate safety margin(s) may be applied, to increase the dynamic obstacle detection zone in the driving direction (or a parameter affecting the zone), to further ensure that the vehicle can be stopped before the obstacle.
  • the dynamic obstacle detection zone 40 may be further defined on the basis of inclination data, indicative of current inclination of the vehicle 20 (e.g. in the example of Fig. 4 in x direction). For example, if the vehicle 20 is in a ramp and going from tunnel system entrance down to the mine excavation area, the zone may be to compensate for the increased distance to stop the vehicle, as compared to the zone and stopping distance at a non-inclined surface.
  • Figure 4 also illustrates a monitoring zone 42 for the rear portion 28, which may be fixed or dynamic.
  • a monitoring zone 42 for the rear portion 28 may be fixed or dynamic.
  • two or more dynamic obstacle detection zones may be defined in and applied by the method of Figure 3, or sub-area(s) or zone(s) may be defined for the dynamic obstacle detection zone.
  • the dynamic obstacle detection zone 40 comprises a critical zone and a restrictive zone.
  • the critical zone may be applied to at least reduce effects of contact to the obstacle detected within the critical zone.
  • the restrictive zone may be defined such that the collision to the object may be avoided.
  • an emergency braking zone and a speed restriction zone are applied as the obstacle detection zone(s) of the method of Figure 3. These zones may be configured, based on vehicle properties, as follows: If an object is detected within the emergency braking zone, emergency braking is controlled, and the vehicle may be stopped with full braking power as quickly as possible. If an object is detected within the speed restriction zone, the steering is locked and the vehicle brakes.
  • Figure 5 illustrates a method, which be entered independently or in response to causing locking 330 of steering and braking by a first dynamic obstacle detection zone, such as the speed restriction zone, warning zone, or another type of zone applied in blocks of the method of Figure 3.
  • the method may further comprise receiving 510 speed information indicative of the current speed of the vehicle. This information may be received continuously during driving, also as input for block 310, and may be continued to be received 510 after the locking of the steering. Block 510 may thus be entered after block 330.
  • the dynamic obstacle detection zone may be (repetitively) updated 520 on the basis of the received speed information and the direction of the locked steering. Thus, the dynamic obstacle detection zone may be continuously reduced during the braking.
  • the obstacle detected in block 320 may no longer be detected in the dynamically updated obstacle detection area, due to reduced obstacle detection zone or steering action by an operator, for example.
  • the vehicle may return to block 510.
  • the vehicle may thus continue to maintain the steering lock, continue braking, and again update 520 the dynamic obstacle zone.
  • the steering locking may alternatively be cancelled or removed 550 and the vehicle may return to a normal (or non-emergency braking) driving mode.
  • the method may further check, e.g. after block 340 or 520/540, if the vehicle has stopped. If yes, the steering locking may be cancelled. This may require operator input. If not, the vehicle may continue braking and return to block 510 for updating the dynamic obstacle detection zone.
  • two or more different dynamically updated zones may be monitored, continuously or selectively.
  • the emergency braking zone may be started to be monitored 530 only upon detecting the obstacle within the first dynamic obstacle detection zone (and entering the locked steering state).
  • Figure 6 illustrates an example indicating monitoring zones of a rear scanner (left side) and a front scanner for a vehicle braking after detecting an obstacle.
  • Front part of the vehicle and the associated front scanner views 600 turn to the right due to steering action after detecting the obstacle.
  • potential worst-case deviation from direct progression path to left (610) and right (612) is illustrated after a point where the leading edge of the machine may stop.
  • the scanning zone may need to be even 6.2 meters wide as compared to width of 2.4 meters if the vehicle continues with direct path.
  • the dynamic obstacle zone 40 being monitored may be maintained substantially narrower, since the steering is locked and the vehicle continues to straight path in direction A, and the post-obstacle detection steering angle change and deviation from the path at time of detecting the obstacle can be avoided.
  • An electronic device comprising electronic circuitries may be an apparatus for realizing at least some embodiments of the present invention, such as the main operations illustrated in connection with Figure 3.
  • the apparatus may be comprised in at least one computing device connected to or integrated into a control system which may be part of a worksite control or automation system or a vehicle.
  • the apparatus may be a distributed system comprising a set of at least two connectable computing devices.
  • Figure 7 illustrates an example apparatus capable of supporting at least some embodiments of the present invention. Illustrated is a device 70, which may be configured to carry out at least some of the above illustrated embodiments relating to the route point safety margin definition and/or usage thereof.
  • the device 70 comprises or implements a control unit 30 of a vehicle 20 configured to at least perform the method of Figure 3.
  • a processor 71 which may comprise, for example, a single- or multi-core processor.
  • the processor 71 may comprise more than one processor.
  • the processor may comprise at least one application-specific integrated circuit, ASIC.
  • the processor may comprise at least one field-programmable gate array, FPGA.
  • the processor may be configured, at least in part by computer instructions, to perform actions.
  • the device 70 may comprise memory 72.
  • the memory may comprise randomaccess memory and/or permanent memory.
  • the memory may be at least in part accessible to the processor 71.
  • the memory may be at least in part comprised in the processor 71.
  • the memory may be at least in part external to the device 70 but accessible to the device.
  • the memory 72 may be means for storing information, such as parameters 74 affecting operations of the device.
  • the parameter information in particular may comprise parameter information affecting e.g. the dynamic obstacle detection zone definition, such as threshold values.
  • the memory 72 may comprise computer program code 73 including computer instructions that the processor 71 is configured to execute.
  • computer instructions configured to cause the processor to perform certain actions are stored in the memory, and the device in overall is configured to run under the direction of the processor using computer instructions from the memory, the processor and/or its at least one processing core may be considered to be configured to perform said certain actions.
  • the processor may, together with the memory and computer program code, form means for performing at least some of the above-illustrated method blocks in the device.
  • the device 70 may comprise a communications unit 75 comprising a transmitter and/or a receiver.
  • the transmitter and the receiver may be configured to transmit and receive, respectively, information in accordance with at least one cellular or non-cellular standard.
  • the transmitter and/or receiver may be configured to operate in accordance with global system for mobile communication, GSM, wideband code division multiple access, WCDMA, long term evolution, LTE, 3GPP new radio access technology (N-RAT), wireless local area network, WLAN, and/or Ethernet, for example.
  • GSM global system for mobile communication
  • WCDMA wideband code division multiple access
  • LTE long term evolution
  • WLAN wireless local area network
  • Ethernet for example.
  • the device 70 may comprise or be connected to a UI.
  • the UI may comprise at least one of a display 76, a speaker, an input device 77 such as a keyboard, a joystick, a touchscreen, and/or a microphone.
  • the UI may be configured to display views on the basis of the worksite model(s) and the mobile object position indicators.
  • a user may operate the device and control at least some aspects of the presently disclosed features, such as the tunnel model visualization.
  • the user may control the vehicle 30 via the UI, for example to change operation mode, change display views, modify parameters 74 in response to user authentication and adequate rights associated with the user, etc.
  • the device 70 may further comprise and/or be connected to further units, devices and systems, such as one or more sensor devices 78, such as the scanner(s) 32 or other sensor devices sensing environment of the device 70 or properties of the mine vehicle, such wheel rotation or orientation changes.
  • the processor 71, the memory 72, the communications unit 75 and the UI may be interconnected by electrical leads internal to the device 70 in a multitude of different ways.
  • each of the aforementioned devices may be separately connected to a master bus internal to the device, to allow for the devices to exchange information.
  • this is only one example and depending on the embodiment various ways of interconnecting at least two of the aforementioned devices may be selected without departing from the scope of the present invention.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Optics & Photonics (AREA)
  • Electromagnetism (AREA)
  • Transportation (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Regulating Braking Force (AREA)
  • Traffic Control Systems (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

Un aspect donné à titre d'exemple de la présente invention concerne un procédé, consistant : à définir une zone de détection d'obstacle dynamique pour un véhicule configuré pour fonctionner de manière autonome dans un système de tunnel souterrain d'un chantier sur la base de la vitesse actuelle et de l'angle de braquage actuel du véhicule ; à détecter un obstacle dans la zone de détection d'obstacle ; à commander le verrouillage de la direction du véhicule en réponse à l'obstacle détecté ; et à maintenir un état de direction verrouillée pendant le freinage du véhicule en réponse à l'obstacle détecté.
PCT/EP2020/076817 2020-09-24 2020-09-24 Commande de sécurité de véhicule minier WO2022063406A1 (fr)

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EP20781337.9A EP4217808A1 (fr) 2020-09-24 2020-09-24 Commande de sécurité de véhicule minier
PCT/EP2020/076817 WO2022063406A1 (fr) 2020-09-24 2020-09-24 Commande de sécurité de véhicule minier
CN202080104086.6A CN116113901A (zh) 2020-09-24 2020-09-24 采矿车辆安全控制
PE2023000163A PE20230873A1 (es) 2020-09-24 2020-09-24 Control de seguridad de vehiculo de mineria

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EP4325318A1 (fr) * 2022-08-17 2024-02-21 Sandvik Mining and Construction Oy Détection d'obstacle pour véhicule minier

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CN116113901A (zh) 2023-05-12
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