Unmanned driving systems are widely used in the construction of rail transit in many cities around the world. Copenhagen, Singapore, Nuremberg and other cities have already put them into operation. In addition, cities such as Paris, Marseille and Berlin are considering transforming traditional subways into fully automated driverless rail transit. This is because driverless vehicle systems have advantages in modern transportation such as reducing the number of passengers, shortening the interval between trains, high reliability and automatic steering control. This paper mainly studies the automatic driving control method of driverless vehicles. 1. System Design This system is mainly composed of a monitoring center and driverless vehicle terminals, as shown in Figure 1. The driverless vehicle terminal includes GPS, GIS, GPRS and other parts: (1) GPS (Global Positioning System) is a satellite network composed of 24 artificial satellites that can continuously transmit positioning and time signals to the earth. Any GPS receiver on earth, as long as it receives signals from more than 4 satellites, can report the position (longitude, latitude, altitude), time and motion status (speed, heading) of the GPS receiver after calculation and processing. This system uses GPS to enable the vehicle to accurately display its position during driving. (2) GIS (Geography Information System) is an information processing and management system that, with the support of computer hardware and software systems, collects, stores, manages, calculates, analyzes, and visualizes relevant geographic distribution data of the entire or part of the Earth's surface space. In this system, it is combined with a GPS module, based on geospatial data, to provide dynamic electronic maps in the computer system, and can display traffic information to users in a user-friendly way through the GIS interface in real time. (3) GPRS (General Packet Radio Service) is a professional high-speed data communication network superimposed on the network of GSM (Global System for Mobile Communications), sharing the GSM frequency (900/1800 MHz). It shares most of the infrastructure of the GSM network. It can access external networks based on TCP/IP and has all the functions that the Internet can provide. This system uses GPRS as a wireless communication bridge between the vehicle terminal and the monitoring terminal, mainly because it has several advantages such as high resource utilization, high transmission rate, short access time, and wide network coverage. (4) Radio Frequency Identification (RFID) reader. RFID technology is generally used in transportation systems for non-stop toll collection at highway stations, automatic license plate recognition, or timed parking fee collection. These systems place tags on vehicle-mounted terminals, and install antennas, RFID modules, and computers on the ground. The RFID module uses a reader/writer to perform RFID identification within a certain range. The RFID module uses a vehicle proximity sensor equipped with the tag to determine if a vehicle is passing. The identification module generates microwave signals within a certain area; when a vehicle enters the identification area, the tag is activated. The tag reflects data back to the identification module, and the RFID reader/writer completes the data reading. 2. Vehicle Terminal Hardware Composition The vehicle terminal consists of a GPS receiver module, a GPRS receiver, a main control module, a reader module, a display module, and an input operation module. The system framework is shown in Figure 2. (1) An embedded control system is installed on the autonomous suspended monorail vehicle body, which is mainly used for the control of the entire vehicle and the scheduling between various modules. The main control module chip adopts the LPC2000 series processor produced by Philips. This series of products is based on a 16/32-bit ARM7TDMI-STM CPU microcontroller that supports real-time simulation and tracking, and has 0/128/256kB of embedded high-speed on-chip FLASH memory. The on-chip 128-bit wide memory interface and unique acceleration structure reduce the 32-bit code size by more than 30%, while the performance loss is very small. By expanding a series of complete general-purpose peripheral devices on the basis of this series of processor chips, the system hardware cost is minimized, and further reduction is made according to design needs, so as to provide a low-power, low-cost, and high-performance solution for this vehicle system. (2) The system maintains a connection with the Internet via GPRS wireless transmission and exchanges data with the rail transit information website. This system adopts the M22 module produced by BenQ, which conforms to the ETSIGSM phase 2+ standard and AT command set, and supports GSM voice, data, fax, short message and GPRS data transmission. (3) The display module is mainly used to display the vehicle's driving status, including geographic location and route acquisition information. This system uses a TFT6758 LCD display module with a working voltage of 3.3 V and built-in white LED backlight. Since the LCD module contains HD66781 and HD66783 LCD control drivers, it can be directly connected to the controller using an 8-bit, 16-bit, or 18-bit bus. (4) The input module's function is to allow users to view the route information received from the terminal via a card reader using buttons. (5) The GPS module is used to locate the vehicle. This system uses the M12 positioning module, a navigation device manufactured by Motorola, which has very low power consumption, supports differential functionality in RTCM (Radio Technical Commission for Maritime) format, and outputs in NAEA0183 format. This receiver is widely used in vehicle positioning and dispatching systems. 3. Terminal Software Programming Since this system uses ARM7 as the main controller, and considering resource utilization, μC/OS-II is adopted as the operating system. μC/OS-II is a complete, portable, firmware, and customizable preemptive real-time multitasking kernel. It is written in ANSI C language and contains a small amount of assembly code, making it usable by microprocessors of different architectures. μC/OS-II can manage 64 tasks and has functions such as semaphores, mutexes, event flag groups, message mailboxes, message queues, task management, time management, and memory block management. The μC/OS-II software architecture has three parts: (1) μC/OS-II core code: including 10 C program files and 1 header file, mainly implementing system functions such as system scheduling, task management, memory management, semaphores, message mailboxes, and message queues. This part is independent of processor performance. (2) μC/OS-II configuration code: including two header files, used for trimming and configuring μC/OS-II. This part is related to the user's actual application. (3) μC/OS-II porting code: This includes one assembly file, one C program file, and one header file. This is the code required for porting μC/OS-II and is processor-independent. System porting must be performed before program calls can be made. The porting meets the following requirements: (1) The processor's C compiler can generate reentrant code; (2) The processor supports interrupts and can generate timer interrupts (10-100 Hz); (3) Interrupts can be enabled/disabled using C language; (4) The processor can support a certain amount of data storage hardware stack (possibly several kB); (5) The processor has instructions to read the stack pointer and other CPU register contents and save them to the stack or memory. The system software program is mainly divided into three parts: input, control, and output. These will be described below. Input devices mainly include a keyboard, an RFID reader, and the receiving system that constitutes the input devices: a GPS/GIS receiver and a GPRS module. During vehicle operation, the RFID module is responsible for correctly receiving road condition information, the keyboard waits for user commands, and the GPRS module receives data from the remote workstation. After startup, this module primarily communicates with the workstation, exchanges information, and continuously updates some route information within the system to facilitate timely vehicle steering. The GPS and GIS modules are mainly responsible for enabling the system to receive the vehicle's accurate current location. Output devices mainly include a display screen, which displays the vehicle's location and road condition information. Its main function is to output corresponding high and low voltage levels as required to provide the voltage needed for steering. The implementation principle is to obtain data information from the tag to generate high and low voltage levels. Simultaneously, the system must display the data provided by the GPS and GPRS modules on the screen through a human-machine interface so that the user can see vehicle information in real time, including road conditions ahead and vehicle position. The control section is the key to this system; the flowchart is shown in Figure 3. The control section's process is as follows: First, the operating system is downloaded to the target board, the target board is initialized, and the interrupt vectors of each module are set to ensure that each module can run correctly after startup. The interrupt priority is ordered as follows: card reader has the highest priority, followed by GPRS, and finally GPS. Simultaneously, the display shows the operation interface, allowing the user to input commands to start the vehicle. Once the vehicle starts, each module runs, and the system program enters a query state, continuously scanning the UART port to determine if a tag has entered the identification area. If it enters the tag identification area, the card reader receives the barcode signal identified by the RF module. After confirming the signal is correct, the system enters the interrupt subroutine. In the interrupt subroutine, the system provides corresponding high and low levels to the GPIO port as output signals to achieve steering. GPRS starts immediately upon vehicle startup because it must continuously update the path information provided by the monitoring center to ensure normal vehicle operation. When the vehicle stops, a level signal is emitted. At this time, the system enters a waiting state, and the screen displays the operation interface, waiting for the user to perform the next operation. 4. Conclusion This solution, through testing and simulation, shows that the autonomous steering suspended monorail vehicle-mounted system can achieve the following results at a distance of 10... Within a certain range, the system can identify the track information ahead via a radio frequency module at a frequency of 915 MHz, and connect to GPRS at a baud rate of 115.2 kB/s. It then accesses the GPRS network to communicate in real-time with a remote network monitoring station for data exchange. Simultaneously, the system can make judgments and issue control signals. According to tests, the system exhibits high stability and strong real-time performance. If applied in practice, it would allow users and workstations to understand the vehicle's operating status, significantly contributing to reducing traffic accidents.