CN114827889A - System and method for positioning mine personnel and monitoring and scheduling vehicle flow - Google Patents
System and method for positioning mine personnel and monitoring and scheduling vehicle flow Download PDFInfo
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Abstract
The invention relates to a system and a method for positioning mine personnel and monitoring and scheduling vehicle flow, belonging to the technical field of mine safety. The system comprises a vehicle positioning card, a personnel positioning card, a vehicle scheduling base station, a signal lamp, an industrial ring network switch and a server. The personnel positioning card is used for being carried by miners, the vehicle positioning card is installed on a mine vehicle, the dispatching base station and the base station are designed by adopting double wireless radio frequency modules, the personnel positioning card, the vehicle positioning card and the dispatching base station or the base station carry out information interaction in a wireless mode so as to acquire the position information of the positioning card relative to the base station, the dispatching base station controls the state of a signal lamp according to the position information of the vehicle positioning card, and the server displays the information of the personnel positioning card, the running state of the vehicle and the state of the signal lamp in real time. The mine vehicle management system can solve the problems that a mine personnel positioning system and a mine vehicle management system are relatively independent and cannot be effectively combined in the prior art, and is high in safety and reliability.
Description
Technical Field
The invention belongs to the technical field of mine safety, and relates to a system and a method for positioning mine personnel and monitoring and scheduling vehicle flow.
Background
The personnel positioning system is a system which is required to be installed and implemented in a coal mine underground, and a rubber-tyred vehicle is widely used as an important vehicle for conveying materials, equipment, tools, personnel and the like in mine auxiliary roadway transportation. The mine rubber-tyred vehicle transportation scheduling system plays an important role in the safe operation of the underground rubber-tyred vehicle.
Coal mine safety regulations (2016 revision) 392, regulation:
1) an onboard communication system or a vehicle position monitoring system should be set;
2) the roadway and the road surface should be provided with driving marks and traffic control signals.
However, in the prior art, people and vehicles are respectively positioned, the two systems are independent from each other, mutual fusion of the two systems is not achieved, the positioning technology usually adopts the traditional RFID and Zigbee technologies, the positioning accuracy is not high, the transmission system adopts the industrial bus RS485 or CAN, the transmission rate is not high, the vehicle scheduling mode is not flexible, and the investment cost is too high, so improvement is urgently needed.
It should be noted that, because the environments such as a coal mine tunnel or a tunnel are generally in a long and narrow state, and the width and the height of the tunnel are relatively small, the coal mine tunnel can be regarded as a one-dimensional linear space, so that the vehicle dispatching base station, the vehicle positioning card and the personnel positioning card are positioned on the same straight line. Wherein TOA (all called Time Of Arrival) is the Time Of Arrival, and TOA ranging is the distance between two nodes obtained by measuring the signal transmission Time between two nodes. RSSI (all called: Received Signal Strength Indicator) is a Received Signal Strength Indicator, and RSSI ranging is realized after a reverse channel baseband receiving filter.
Disclosure of Invention
In view of the above, the present invention provides a system and method for positioning mine personnel and monitoring and scheduling vehicle flow.
In order to achieve the purpose, the invention provides the following technical scheme:
a mine personnel positioning and vehicle flow monitoring and scheduling system comprises a positioning card, a vehicle scheduling base station, a signal lamp, an industrial ring network switch and a server;
the positioning card comprises a vehicle positioning card and a personnel positioning card;
the personnel positioning card is used for being carried by miners, the vehicle positioning card is installed on a mine vehicle, the dispatching base station and the base station are designed by adopting double wireless radio frequency modules, the personnel positioning card, the vehicle positioning card and the dispatching base station or the base station carry out information interaction in a wireless mode to acquire the position information of the positioning card relative to the base station, the dispatching base station controls the state of a signal lamp according to the position information of the vehicle positioning card, and the server displays the personnel positioning card information, the running state of the vehicle and the state of the signal lamp in real time;
the vehicle dispatching base station and the base station respectively comprise a UWB main radio frequency module, a UWB auxiliary radio frequency module, a protocol communication module, a base station microcontroller, a photoelectric conversion microcontroller, an industrial switch processor, an optical module, an electric module and a power supply module;
the positioning card comprises a UWB positioning module, a charging module, a vibration sensor and a positioning card microcontroller;
the signal lamp comprises an LED matrix, a UWB positioning module, an RS485 communication module, a power supply module and a signal lamp microcontroller;
the vehicle positioning card and the personnel positioning card simultaneously measure the distance with the left radio frequency and the right radio frequency by adopting a TOA distance measuring method;
vehicle locator card and personnel locator card are at T 1 Sending broadcast packet at time, main radio frequency at T 2 Receiving broadcast packet at any time and calculating signal strength ranging result d 12 (ii) a Auxiliary radio frequency at T 5 Receiving broadcast packet at any time and calculating signal strength ranging result d 15 Then, processing the received data; after the processing is finished, the main radio frequency and the auxiliary radio frequency are respectively arranged at T 3 、T 6 Constantly replying a data packet to the positioning card, generating a random delay before the auxiliary radio frequency sends the data packet, then sending the data packet, and carrying out data interception before sending the data packet to ensure that no conflict occurs when the main radio frequency and the auxiliary radio frequency send the data simultaneously; positioning card is at T 4 Receiving data packet of main radio frequency at any time and calculating signal strength ranging result d 34 (ii) a The positioning card is clamped at T 7 Receiving the data packet replied by the auxiliary radio frequency at any time and calculating the signal strength ranging result d 67 (ii) a For replied dataAfter the packet processing is completed, at T 8 Transmitting d containing signal strength ranging value at time 34 And d 67 Data packets to primary and secondary radio frequencies; primary radio frequency at T 9 Receiving the replied data packet at all times and calculating the signal strength ranging result d 89 Auxiliary radio frequency at T 10 Receiving the replied data packet at all times and calculating the signal strength ranging result d 810 (ii) a The main radio frequency and the auxiliary radio frequency respectively carry out RSSI ranging and TOA ranging processing on all signal flight time data and signal strength data;
distance of locator card to main radio frequency:
the arithmetic mean value of the RSSI ranging result values between the main radio frequency and the positioning card is obtained, and L1 is obtained as follows:
distance of locator card to secondary radio frequency:
and taking an arithmetic mean value of RSSI ranging result values between the auxiliary radio frequency and the positioning card to obtain L2:
in the formula: c represents the propagation velocity of the electromagnetic wave in the medium.
Optionally, the base station adopts a dual ranging radio frequency mode, and the dual ranging radio frequency mode is divided into a main radio frequency and an auxiliary radio frequency; the main radio frequency and the auxiliary radio frequency are connected with 2 same antennas through feeders; the distance value between the 2 antennas is s, and s is set to be 1 meter;
the positioning card respectively measures the distance with the main radio frequency and the auxiliary radio frequency by adopting a TOA distance measuring method, the distance values are D1 and D2, and the signal strength values are L1 and L2 respectively; the locator card compares the signal flight time ranging data and the signal strength ranging data D1 ', D2', L1 'and L2' which are obtained by the last or previous measurement and are judged to be non-line-of-sight errors with D1, D2, L1 and L2;
d1 'is the main radio frequency arrival time ranging distance obtained by the previous calculation, D1 is the main radio frequency arrival time ranging distance obtained by the current calculation, L1' is the main radio frequency signal strength ranging distance obtained by the previous calculation, and L1 is the main radio frequency signal strength ranging distance obtained by the current calculation:
judging whether the absolute value of the difference value between the D1 and the D1' is smaller than or equal to a threshold value gamma, if so, changing the distance S1 between the vehicle dispatching base station and the vehicle positioning card into D1; if not, judging whether the absolute value of the difference value between the signal strength ranging distance L1 and the signal strength ranging distance L1 'is smaller than a threshold value gamma', and if so, changing the distance S1 between the vehicle dispatching base station and the vehicle positioning card to L1; if not, the distance S1 between the vehicle dispatching base station and the vehicle positioning card is D1 +/-gamma; wherein, the threshold γ 'is v't ', v' is the running speed of the locator card, and t 'is the time interval between the calculation of the signal strength ranging distance L1 and the calculation of the signal strength ranging distance L1';
when | D1-D1' | is less than or equal to gamma · t, the distance value between the locator card and the main radio frequency is as follows: s1 ═ D1;
when | D1-D1 '| > γ · t and | L1-L1' | < γ · t, the distance value between the locator card and the primary radio frequency is: s1 ═ L1;
when | D1-D1 '| > γ · t and | L1-L1' | > γ · t,
the distance value between the locator card and the main radio frequency is as follows: s1 ═ D1' ± γ · t;
d2 'is the secondary radio frequency arrival time ranging distance obtained by the previous calculation, D2 is the secondary radio frequency arrival time ranging distance obtained by the current calculation, L2' is the secondary radio frequency signal strength ranging distance obtained by the previous calculation, and L2 is the secondary radio frequency signal strength ranging distance obtained by the current calculation:
judging whether the absolute value of the difference value between the D2 and the D2' is smaller than or equal to a threshold value gamma, if so, changing the distance S1 between the vehicle dispatching base station and the vehicle positioning card into D1; if not, judging whether the absolute value of the difference value between the L2 and the L2 'is smaller than a threshold value gamma', if so, changing the distance S2 between the vehicle dispatching base station and the vehicle positioning card into L2; if not, the distance S2 between the vehicle dispatching base station and the vehicle positioning card is D2 +/-gamma; wherein, the threshold γ '═ v't ', v' is the running speed of the locator card, and t 'is the time interval between the calculation of L1 and the calculation of L1';
when | D2-D2' | is less than or equal to gamma · t, the distance value between the locator card and the auxiliary radio frequency is as follows: s2 ═ D2;
when | D2-D2 '| > γ · t and | L2-L2' | < γ · t, the distance value between the locator card and the primary radio frequency is: s2 ═ L2;
when | D2-D2 '| > γ · t and | L2-L2' | > γ · t,
the distance value between the locator card and the main radio frequency is: s2 ═ D2' ± γ · t;
the decision mechanism of the orientation of the positioning card relative to the positioning card reader is as follows:
when s1-s2 is more than or equal to s, the identification card is positioned at the right side of the positioning card reader, and the distance is s1 meters;
s1-s2< s, the identification card is positioned at the left side of the card reader, and the distance s2 meters;
s1< s and s2< s, the identification card is to the right of the positioning reader at a distance s2 meters.
The mine personnel positioning and vehicle flow monitoring and scheduling method based on the system comprises straight roadway scheduling and crossroad scheduling;
the linear roadway scheduling specifically comprises the following steps:
s11: arranging a 1# signal lamp and a 2# signal lamp on two sides of the scheduling cave respectively, and arranging a base station in the middle of a roadway;
s12: in an initial state, after power is supplied to equipment, the 1# signal lamp and the 2# signal lamp respectively adopt a UWB mode to automatically measure distances L1 and L2 from a base station, and after distance measurement is successful, distance values L1 and L2 are stored in the base station;
s13: in an initial state, the signal lamp defaults to green, and if a certain base station detects that a vehicle enters a control road section for the first time, namely the absolute value of the distance between the vehicle positioning card and the base station is smaller than L1, the adjacent signal lamp is controlled to red;
s14: when the trackless rubber-tyred vehicle is positioned again by the current base station on the control road section and the absolute value of the positioning distance is less than L1 or less than L2, the state of the signal lamp is not changed;
s15: when the absolute value of the positioning distance between the trackless rubber-tyred vehicle and the current base station is greater than L2, the trackless rubber-tyred vehicle is considered to be out of the control road section, and the state of the signal lamp is changed from a red lamp to a green lamp;
the crossroad scheduling specifically comprises the following steps:
s21: arranging a 1# signal lamp, a 2# signal lamp, a 3# signal lamp and a 4# signal lamp at the road junction of the crossroad respectively, arranging a 1# base station in a driving area of one roadway, and arranging a 2# base station in a driving area of the other roadway;
s22: the 1# base station and the 2# base station are communicated with each other through a PLC cable, can be accessed to an exchanger and simultaneously are communicated with an upper computer; setting a 1# base station as a main base station, a 2# base station as a secondary base station, wherein the 1# base station polls the 2# base station, positioning data is processed in the 1# main base station in a centralized way, and a corresponding command for controlling a signal lamp is issued according to the processing result of the positioning data;
s23: in an initial state, after the equipment is powered on, the 1# signal lamp and the 2# signal lamp respectively adopt a UWB mode to automatically measure distances L1 and L2 from the 1# base station, and the 3# signal lamp and the 4# signal lamp respectively adopt the UWB mode to automatically measure distances L3 and L4 from the 2# base station;
s24: in an initial state, the signal lamps default to green lamps, and if a certain base station detects that a vehicle enters a control road section for the first time, namely the absolute value of the distance between the vehicle positioning card and the base station 1# is greater than L1, adjacent signal lamps 2#, 3#, and 4# are controlled to red lamps;
s25: when the trackless rubber-tyred vehicle is positioned with the current 1# base station again and the absolute value of the positioning distance is greater than L1 or the absolute value of the positioning distance with the 2# base station is greater than L3, the state of the signal lamp is not changed;
s26: when the absolute value of the positioning distance between the trackless rubber-tyred vehicle and the 1# base station is larger than L2 or the absolute value of the positioning distance between the trackless rubber-tyred vehicle and the 2# base station is larger than L4, the trackless rubber-tyred vehicle is considered to be out of the control road section, and the state of the signal lamp is changed from red to green.
The invention has the beneficial effects that: the two systems are mutually fused, the positioning precision is higher, a distributed scheduling algorithm is adopted, the method does not depend on a backbone network, the reliability is high, the network architecture of the system is simple, the deployment is convenient, the cost is lower, the advantages are obvious, but the method is extremely easy to imitate and needs to be protected.
Additional advantages, objects, and features of the invention will be set forth in part in the description which follows and in part will become apparent to those having ordinary skill in the art upon examination of the following or may be learned from practice of the invention. The objectives and other advantages of the invention may be realized and attained by the means of the instrumentalities and combinations particularly pointed out hereinafter.
Drawings
For the purposes of promoting a better understanding of the objects, aspects and advantages of the invention, reference will now be made to the following detailed description taken in conjunction with the accompanying drawings in which:
FIG. 1 is a schematic diagram of the present invention;
FIG. 2 is a functional block diagram of a base station;
FIG. 3 is a functional block diagram of a locator card containing personnel and vehicles;
FIG. 4 is a functional block diagram of a signal lamp;
FIG. 5 illustrates an improved TOA positioning principle;
FIG. 6 is a positioning schematic;
FIG. 7 is a schematic diagram of a straight roadway scheduling;
fig. 8 is a schematic diagram of intersection scheduling.
Detailed Description
The embodiments of the present invention are described below with reference to specific embodiments, and other advantages and effects of the present invention will be easily understood by those skilled in the art from the disclosure of the present specification. The invention is capable of other and different embodiments and of being practiced or of being carried out in various ways, and its several details are capable of modification in various respects, all without departing from the spirit and scope of the present invention. It should be noted that the drawings provided in the following embodiments are only for illustrating the basic idea of the present invention in a schematic way, and the features in the following embodiments and examples may be combined with each other without conflict.
Wherein the showings are for the purpose of illustrating the invention only and not for the purpose of limiting the same, and in which there is shown by way of illustration only and not in the drawings in which there is no intention to limit the invention thereto; to better illustrate the embodiments of the present invention, some parts of the drawings may be omitted, enlarged or reduced, and do not represent the size of an actual product; it will be understood by those skilled in the art that certain well-known structures in the drawings and descriptions thereof may be omitted.
The same or similar reference numerals in the drawings of the embodiments of the present invention correspond to the same or similar components; in the description of the present invention, it should be understood that if there is an orientation or positional relationship indicated by terms such as "upper", "lower", "left", "right", "front", "rear", etc., based on the orientation or positional relationship shown in the drawings, it is only for convenience of description and simplification of description, but it is not an indication or suggestion that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and therefore, the terms describing the positional relationship in the drawings are only used for illustrative purposes, and are not to be construed as limiting the present invention, and the specific meaning of the terms may be understood by those skilled in the art according to specific situations.
As shown in fig. 1, a system and method for mine personnel positioning and vehicle flow monitoring and scheduling includes a vehicle positioning card, a personnel positioning card, a vehicle scheduling base station, a signal lamp, an industrial ring network switch and a server. The personnel positioning card is used for being carried by miners, the vehicle positioning card is installed on a mine vehicle, the dispatching base station and the base station are designed by adopting double wireless radio frequency modules, the personnel positioning card, the vehicle positioning card and the dispatching base station or the base station carry out information interaction in a wireless mode so as to acquire the position information of the positioning card relative to the base station, the dispatching base station controls the state of a signal lamp according to the position information of the vehicle positioning card, and the server displays the information of the personnel positioning card, the running state of the vehicle and the state of the signal lamp in real time. The invention can overcome the problem that the mine personnel positioning system and the mine vehicle management system are relatively independent and can not be effectively combined in the prior art, has simple system network architecture, convenient deployment, lower cost and high positioning precision, adopts a distributed scheduling method, does not depend on a backbone network, and has better safety and reliability.
The vehicle dispatching base station or the base station comprises a UWB main radio frequency module, a UWB auxiliary radio frequency module, a protocol communication module, a base station microcontroller, a photoelectric conversion microcontroller, an industrial switch processor, an optical module, an electrical module and a power supply module, as shown in fig. 2.
The locator card includes a UWB locator module, a charging module, a vibration sensor, and a locator card microcontroller, as shown in fig. 3.
The signal lamp comprises an LED matrix, a UWB positioning module, an RS485 communication module, a power supply module and a signal lamp microcontroller, and is shown in figure 4.
The positioning card (including personnel positioning card and vehicle positioning card) adopts a TOA distance measurement method to simultaneously measure the distance with the left radio frequency and the right radio frequency, the TOA positioning principle is shown in figure 5, and the positioning card is arranged at T 1 Sending broadcast packet at time, main radio frequency at T 2 Receiving broadcast packet at any time and calculating signal strength ranging result d 12 (ii) a Auxiliary radio frequency at T 5 Receiving broadcast packet at any time and calculating signal strength ranging result d 15 And then processes the received data. After the processing is finished, the main radio frequency and the auxiliary radio frequency are respectively arranged at T 3 、T 6 And replying a data packet to the positioning card at any time, generating a random delay before the auxiliary radio frequency sends the data packet, then sending the data packet, and carrying out data interception before sending the data packet to ensure that no conflict occurs when the main radio frequency and the auxiliary radio frequency send the data simultaneously. Positioning card is at T 4 Receiving data packet of main radio frequency at any time and calculating signal strength ranging result d 34 (ii) a The positioning card is clamped at T 7 Receiving the data packet replied by the auxiliary radio frequency at any time and calculating the signal strength ranging result d 67 . After the processing of the replied data packet is completed, at T 8 Transmitting d containing signal strength ranging value at time 34 And d 67 Data packets to the primary radio frequency and the secondary radio frequency. Primary radio frequency at T 9 Receiving the replied data packet at all times and calculating the signal strength ranging result d 89 Auxiliary radio frequency at T 10 Receiving the replied data packet at all times and calculating the signal strength ranging result d 810 . And the main radio frequency and the auxiliary radio frequency respectively carry out RSSI ranging and TOA ranging processing on all the signal flight time data and the signal strength data.
Distance of locator card to main radio frequency:
the arithmetic mean value of the RSSI ranging result values between the main radio frequency and the positioning card is obtained, and L1 is obtained as follows:
distance of locator card to secondary radio frequency:
and taking an arithmetic mean value of RSSI ranging result values between the auxiliary radio frequency and the positioning card to obtain L2:
in the formula: c-the propagation speed of electromagnetic waves in a medium, generally replaced by the speed of light in vacuum.
The base station adopts a dual ranging radio frequency module design, and a module block diagram of the base station is shown in fig. 6 and is divided into a main radio frequency and an auxiliary radio frequency. The 2 radio frequency modules are connected with 2 identical antennas through feeders. The distance between the 2 antennas has a value s, which is defined as 1 meter. The locator card respectively measures the distance with the main radio frequency and the auxiliary radio frequency by using a TOA distance measurement method, the distance values are D1 and D2, and the signal strength values are L1 and L2 respectively. The locator card compares the signal time-of-flight ranging data and signal strength ranging data D1 ', D2', L1 ', L2' which are obtained by the last or previous measurement and are determined to be non-line-of-sight errors with the signal strength ranging data D1, D2, L1 and L2More when | D1-D1' is satisfied>Gamma.t, judging that the wireless signal flight time ranging data has errors; when | L1-L1' is satisfied>Gamma.t, judging that the wireless signal flight time ranging data has errors; similarly, when | D2-D2' is satisfied>Gamma.t, judging that the wireless signal flight time ranging data has errors; when | L2-L2' is satisfied>And gamma t, judging that the wireless signal flight time ranging data has errors. Wherein the threshold γ ═ v 1 t，v 1 In order to determine the operation speed of the positioning terminal, in this embodiment, it is preferable to use a three-axis acceleration sensor to measure the operation speed of the positioning terminal; the three-axis acceleration sensor has the characteristics of small volume and light weight, determines the running speed of an object based on the acceleration principle, and can comprehensively and accurately reflect the motion property of the object; the selected three-axis acceleration sensor LIS3DH is arranged at a positioning terminal which is arranged on the target body, so that the movement speed of the target body can be measured through the three-axis acceleration sensor; typically, when the target body is a worker, the measured velocity v 1 The value is 1m/s, and when the target body is a trackless rubber-tyred vehicle, the speed v is 1 The value is 30 km/h; t is t 1 Time interval for calculating time of arrival ranging distance D1 and calculating time of arrival ranging distance D1'; in this embodiment, the time interval t 1 The value is 1 s.
When | D1-D1' | is less than or equal to gamma · t, the distance value between the locator card and the main radio frequency is as follows: s1 ═ D1;
when | D1-D1 '| > γ · t and | L1-L1' | < γ · t, the distance value between the locator card and the primary radio frequency is: s1 ═ L1;
when | D1-D1 '| > γ · t and | L1-L1' | > γ · t,
the distance value between the locator card and the main radio frequency is: s1 ═ D1' ± γ · t.
When | D2-D2' | is less than or equal to gamma · t, the distance value between the locator card and the auxiliary radio frequency is as follows: s2 ═ D2;
when | D2-D2 '| > γ · t and | L2-L2' | < γ · t, the distance value between the locator card and the primary radio frequency is: s2 ═ L2;
when | D2-D2 '| > γ · t and | L2-L2' | > γ · t,
the distance value between the locator card and the main radio frequency is: s2 ═ D2' ± γ · t.
The decision mechanism of the orientation of the positioning card relative to the positioning card reader is as follows:
when s1-s2 is more than or equal to s, the identification card is positioned at the right side of the positioning card reader, and the distance is s1 meters;
s1-s2< s, the identification card is positioned at the left side of the card reader, and the distance s2 meters;
s1< s and s2< s, the identification card is to the right of the positioning reader, at a distance of s2 meters;
the working principle flow of the linear roadway scheduling is as follows:
(1) signal lamps are respectively arranged on two sides of the scheduling cave, and the base station is arranged in the middle of the roadway;
(2) in an initial state, after power is supplied to equipment, the 1# signal lamp and the 2# signal lamp automatically measure distances L1 and L2 from the 1# base station respectively in a UWB mode, and after the distance measurement is successful, distance values L1 and L2 are stored in the base station;
(3) in an initial state, the signal lamps default to green, and if a certain base station detects that a vehicle enters a control section for the first time, that is, the absolute value of the distance between the vehicle locator card and the 1# base station is less than L1, the adjacent signal lamps are controlled to red, as shown in fig. 7;
(4) when the trackless rubber-tyred vehicle is positioned again by the current base station on the control road section and the absolute value of the positioning distance is less than L1 or less than L2, the state of the signal lamp is not changed;
(5) when the absolute value of the positioning distance between the trackless rubber-tyred vehicle and the current base station is larger than L2, the trackless rubber-tyred vehicle is considered to be out of the control road section, and the state of the signal lamp is changed from red to green.
As shown in fig. 7, the working principle flow of the crossroad scheduling is as follows:
(1) signal lamps are respectively arranged at the road junction of the crossroad, the 1# base station is arranged in the driving area of one roadway, and the 2# base station is arranged in the driving area of the other roadway, as shown in fig. 8;
(2) the 1# base station and the 2# base station can communicate with each other through a PLC cable, can access to the switch and simultaneously communicate with the upper computer. Setting a 1# base station as a main base station, a 2# base station as a secondary base station, wherein the 1# base station polls the 2# base station, positioning data is processed in the 1# main base station in a centralized way, and a corresponding command for controlling a signal lamp is issued according to the processing result of the positioning data;
(3) in an initial state, after the equipment is powered on, the 1# signal lamp and the 2# signal lamp respectively adopt a UWB mode to automatically measure distances L1 and L2 from the 1# base station, and the 3# signal lamp and the 4# signal lamp respectively adopt the UWB mode to automatically measure distances L3 and L4 from the 2# base station;
(4) in an initial state, the signal lamps default to green, and if a certain base station detects that a vehicle enters a control road section for the first time, that is, the absolute value of the distance between the vehicle positioning card and the base station 1# is greater than L1, adjacent signal lamps 2#, 3#, and 4# are controlled to red, as shown in fig. 8;
(5) when the trackless rubber-tyred vehicle is positioned with the current 1# base station again and the absolute value of the positioning distance is greater than L1 or the absolute value of the positioning distance with the 2# base station is greater than L3, the state of the signal lamp is not changed;
(6) when the absolute value of the positioning distance between the trackless rubber-tyred vehicle and the 1# base station is greater than L2 or the absolute value of the positioning distance between the trackless rubber-tyred vehicle and the 2# base station is greater than L4, the trackless rubber-tyred vehicle is considered to be out of the control road section, and the state of the signal lamp is changed from red to green.
Finally, the above embodiments are only intended to illustrate the technical solutions of the present invention and not to limit the present invention, and although the present invention has been described in detail with reference to the preferred embodiments, it will be understood by those skilled in the art that modifications or equivalent substitutions may be made on the technical solutions of the present invention without departing from the spirit and scope of the technical solutions, and all of them should be covered by the claims of the present invention.
Claims (3)
1. The utility model provides a mine personnel location and vehicle flow monitoring and dispatch system which characterized in that: the system comprises a positioning card, a vehicle scheduling base station, a signal lamp, an industrial ring network switch and a server;
the positioning card comprises a vehicle positioning card and a personnel positioning card;
the personnel positioning card is used for being carried by miners, the vehicle positioning card is installed on a mine vehicle, the dispatching base station and the base station are designed by adopting double wireless radio frequency modules, the personnel positioning card, the vehicle positioning card and the dispatching base station or the base station carry out information interaction in a wireless mode to acquire the position information of the positioning card relative to the base station, the dispatching base station controls the state of a signal lamp according to the position information of the vehicle positioning card, and the server displays the personnel positioning card information, the running state of the vehicle and the state of the signal lamp in real time;
the vehicle dispatching base station and the base station respectively comprise a UWB main radio frequency module, a UWB auxiliary radio frequency module, a protocol communication module, a base station microcontroller, a photoelectric conversion microcontroller, an industrial switch processor, an optical module, an electric module and a power supply module;
the positioning card comprises a UWB positioning module, a charging module, a vibration sensor and a positioning card microcontroller;
the signal lamp comprises an LED matrix, a UWB positioning module, an RS485 communication module, a power supply module and a signal lamp microcontroller;
the vehicle positioning card and the personnel positioning card simultaneously measure the distance with the left radio frequency and the right radio frequency by adopting a TOA distance measuring method;
vehicle locator card and personnel locator card are at T 1 Sending broadcast packet at time, main radio frequency at T 2 Receiving broadcast packet at any time and calculating signal strength ranging result d 12 (ii) a Auxiliary radio frequency at T 5 Receiving broadcast packet at any time and calculating signal strength ranging result d 15 Then, processing the received data; after the processing is finished, the main radio frequency and the auxiliary radio frequency are respectively arranged at T 3 、T 6 Constantly replying a data packet to the positioning card, generating a random delay before the auxiliary radio frequency sends the data packet, then sending the data packet, and carrying out data interception before sending the data packet to ensure that no conflict occurs when the main radio frequency and the auxiliary radio frequency send the data simultaneously; positioning card is at T 4 Receiving data packet of main radio frequency at any time and calculating signal strength ranging result d 34 (ii) a Positioning card is at T 7 Receiving the data packet replied by the auxiliary radio frequency at any time and calculating the signal strength ranging result d 67 (ii) a After the processing of the replied data packet is completed, at T 8 Transmitting d containing signal strength ranging value at time 34 And d 67 Data packets to primary and secondary radio frequencies; primary radio frequency at T 9 Receiving the replied data packet at all times and calculating the signal strength ranging result d 89 Auxiliary radio frequency at T 10 Receiving the replied data packet at any time and calculating the signal strength ranging result d 810 (ii) a The main radio frequency and the auxiliary radio frequency respectively carry out RSSI ranging value and TOA ranging value processing on all signal flight time data and signal strength data;
distance of locator card to main radio frequency:
the arithmetic mean value of the RSSI ranging result values between the main radio frequency and the positioning card is obtained, and L1 is obtained as follows:
distance of locator card to secondary radio frequency:
and taking an arithmetic mean value of RSSI ranging result values between the auxiliary radio frequency and the positioning card to obtain L2:
in the formula: c represents the propagation velocity of the electromagnetic wave in the medium.
2. The mine personnel positioning and vehicle flow monitoring and dispatching system of claim 1, wherein: the base station adopts a double-ranging radio frequency mode and is divided into a main radio frequency and an auxiliary radio frequency; the main radio frequency and the auxiliary radio frequency are connected with 2 same antennas through feeders; the distance value between the 2 antennas is s, and s is set to be 1 meter;
the positioning card respectively measures the distance with the main radio frequency and the auxiliary radio frequency by adopting a TOA distance measuring method, the distance values are D1 and D2, and the signal strength values are L1 and L2 respectively; the locator card compares the signal flight time ranging data and the signal strength ranging data D1 ', D2', L1 'and L2' which are obtained by the last or previous measurement and are judged to be non-line-of-sight errors with D1, D2, L1 and L2;
d1 'is the main radio frequency arrival time ranging distance obtained by the previous calculation, D1 is the main radio frequency arrival time ranging distance obtained by the current calculation, L1' is the main radio frequency signal strength ranging distance obtained by the previous calculation, and L1 is the main radio frequency signal strength ranging distance obtained by the current calculation:
judging whether the absolute value of the difference value between the D1 and the D1' is smaller than or equal to a threshold value gamma, if so, changing the distance S1 between the vehicle dispatching base station and the vehicle positioning card into D1; if not, judging whether the absolute value of the difference value between the signal strength ranging distance L1 and the signal strength ranging distance L1 'is smaller than a threshold value gamma', and if so, changing the distance S1 between the vehicle dispatching base station and the vehicle positioning card to L1; if not, the distance S1 between the vehicle dispatching base station and the vehicle positioning card is D1 +/-gamma; wherein, the threshold γ 'is v't ', v' is the running speed of the locator card, and t 'is the time interval between the calculation of the signal strength ranging distance L1 and the calculation of the signal strength ranging distance L1';
when | D1-D1' | is less than or equal to gamma · t, the distance value between the locator card and the main radio frequency is as follows: s1 ═ D1;
when | D1-D1 '| > γ · t and | L1-L1' | < γ · t, the distance value between the locator card and the primary radio frequency is: s1 ═ L1;
when | D1-D1 '| > γ · t and | L1-L1' | > γ · t,
the distance value between the locator card and the main radio frequency is: s1 ═ D1' ± γ · t;
d2 'is the secondary radio frequency arrival time ranging distance obtained by the previous calculation, D2 is the secondary radio frequency arrival time ranging distance obtained by the current calculation, L2' is the secondary radio frequency signal strength ranging distance obtained by the previous calculation, and L2 is the secondary radio frequency signal strength ranging distance obtained by the current calculation:
judging whether the absolute value of the difference value between the D2 and the D2' is smaller than or equal to a threshold value gamma, if so, changing the distance S1 between the vehicle dispatching base station and the vehicle positioning card into D1; if not, judging whether the absolute value of the difference value between the L2 and the L2 'is smaller than a threshold value gamma', if so, changing the distance S2 between the vehicle dispatching base station and the vehicle positioning card into L2; if not, the distance S2 between the vehicle dispatching base station and the vehicle positioning card is D2 +/-gamma; wherein, the threshold γ '═ v't ', v' is the running speed of the locator card, and t 'is the time interval between the calculation of L1 and the calculation of L1';
when | D2-D2' | is less than or equal to gamma · t, the distance value between the locator card and the auxiliary radio frequency is as follows: s2 ═ D2;
when | D2-D2 '| > γ · t and | L2-L2' | < γ · t, the distance value between the locator card and the primary radio frequency is: s2 ═ L2;
when | D2-D2 '| > γ · t and | L2-L2' | > γ · t,
the distance value between the locator card and the main radio frequency is: s2 ═ D2' ± γ · t;
the decision mechanism of the orientation of the positioning card relative to the positioning card reader is as follows:
when s1-s2 is more than or equal to s, the identification card is positioned at the right side of the positioning card reader, and the distance is s1 meters;
s1-s2< s, the identification card is positioned at the left side of the card reader, and the distance s2 meters;
s1< s and s2< s, the identification card is to the right of the positioning reader at a distance s2 meters.
3. The mine personnel positioning and vehicle flow monitoring and scheduling method based on the system of any one of claims 1-2 is characterized in that: the method comprises the steps of linear roadway scheduling and crossroad scheduling;
the linear roadway scheduling specifically comprises the following steps:
s11: arranging a 1# signal lamp and a 2# signal lamp on two sides of the scheduling cave respectively, and arranging a base station in the middle of a roadway;
s12: in an initial state, after power is supplied to equipment, the 1# signal lamp and the 2# signal lamp respectively adopt a UWB mode to automatically measure distances L1 and L2 from a base station, and after distance measurement is successful, distance values L1 and L2 are stored in the base station;
s13: in an initial state, the signal lamp defaults to green, and if a certain base station detects that a vehicle enters a control road section for the first time, namely the absolute value of the distance between the vehicle positioning card and the base station is smaller than L1, the adjacent signal lamp is controlled to red;
s14: when the trackless rubber-tyred vehicle is positioned again by the current base station on the control road section and the absolute value of the positioning distance is less than L1 or less than L2, the state of the signal lamp is not changed;
s15: when the absolute value of the positioning distance between the trackless rubber-tyred vehicle and the current base station is greater than L2, the trackless rubber-tyred vehicle is considered to be out of the control road section, and the state of the signal lamp is changed from red to green;
the crossroad scheduling specifically comprises the following steps:
s21: arranging a 1# signal lamp, a 2# signal lamp, a 3# signal lamp and a 4# signal lamp at the road junction of the crossroad respectively, arranging a 1# base station in a driving area of one roadway, and arranging a 2# base station in a driving area of the other roadway;
s22: the 1# base station and the 2# base station are communicated with each other through a PLC cable, can be accessed to an exchanger and simultaneously are communicated with an upper computer; setting a 1# base station as a main base station, a 2# base station as an auxiliary base station, wherein the 1# base station polls the 2# base station, positioning data is processed in the 1# main base station in a centralized manner, and a corresponding command for controlling a signal lamp is issued according to the processing result of the positioning data;
s23: in an initial state, after the equipment is powered on, the 1# signal lamp and the 2# signal lamp respectively adopt a UWB mode to automatically measure distances L1 and L2 from the 1# base station, and the 3# signal lamp and the 4# signal lamp respectively adopt the UWB mode to automatically measure distances L3 and L4 from the 2# base station;
s24: in an initial state, the signal lamps default to green lamps, and if a certain base station detects that a vehicle enters a control road section for the first time, namely the absolute value of the distance between the vehicle positioning card and the base station 1# is greater than L1, adjacent signal lamps 2#, 3#, and 4# are controlled to red lamps;
s25: when the trackless rubber-tyred vehicle is positioned with the current 1# base station again and the absolute value of the positioning distance is greater than L1 or the absolute value of the positioning distance with the 2# base station is greater than L3, the state of the signal lamp is not changed;
s26: when the absolute value of the positioning distance between the trackless rubber-tyred vehicle and the 1# base station is larger than L2 or the absolute value of the positioning distance between the trackless rubber-tyred vehicle and the 2# base station is larger than L4, the trackless rubber-tyred vehicle is considered to be out of the control road section, and the state of the signal lamp is changed from red to green.
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