CN114291108A - Safety control method and device for unmanned guided vehicle in aircraft guiding process - Google Patents
Safety control method and device for unmanned guided vehicle in aircraft guiding process Download PDFInfo
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Abstract
The invention relates to a safety control method and a device of an unmanned guided vehicle in the process of guiding an aircraft, wherein the method comprises the following steps: collecting historical guiding data of the unmanned guiding vehicle, and generating a safer vehicle-mounted scheme in the subsequent aircraft guiding process according to the historical guiding data; and when the historical guiding data meets the preset conditions, generating a safety worker canceling instruction, and controlling the unmanned guiding vehicle to process the subsequent unmanned system faults by adopting a preset fault processing method. The method and the system can judge whether the following guiding process needs to be carried by a security guard and which time range the security guard carries according to historical guiding data in a period of time, so as to reasonably schedule the security guard, and simultaneously adopt a security controller or a remote control scheme to deal with the unmanned system fault under the condition that the security guard is vacant, thus the safety and the intelligence of the unmanned guiding vehicle in the guiding process of the aircraft are considered, and the application prospect of the unmanned guiding vehicle in an intelligent airport is improved.
Description
Technical Field
The invention relates to the field of intelligent control, in particular to a safety control method and device for an unmanned guided vehicle in an aircraft guiding process.
Background
With the continuous maturity of new technologies such as 5G, AI, the internet of things, big data and the like, the aviation industry is coming to the rapid development stage of intelligent transformation, and the concept of intelligent airports is provided. The intelligent airport is based on a large digital platform, integrates technologies such as AI, big data, IoT, video cloud and cloud computing, constructs two scene solutions of 'one face for travel' and 'one image for operation' around three business fields of 'operation control, security protection and service' of the airport, and is free of smooth passenger flow and flight flow, so that passenger travel experience and operation efficiency are greatly improved, and digital transformation construction of the airport is efficiently supported. The intelligent airport with few airports and less humanization is a primary target of an intelligent airport, automatic driving of field traffic vehicles is carried out mainly by utilizing a relatively closed area of the airport, an all-weather and intelligent unmanned vehicle automatic transportation system is adopted to replace a traditional transportation mode, efficient circulation of people, vehicles and objects in the airport is achieved, and the important point is that an unmanned guide vehicle is adopted to replace a manned guide vehicle to complete an aircraft entering and leaving guide task. In the prior art, when an unmanned guide vehicle is used for guiding an aircraft to enter a port and leave the port, a safety worker is usually equipped to ensure the safety of the guiding, and at least the safety worker is equipped in a trial operation stage, so that the waste of human resources is caused, and the development target of 'less man-made apron' is difficult to achieve.
Disclosure of Invention
The invention provides a safety control method and a safety control device for an unmanned guided vehicle in an aircraft guiding process, which solve the technical problems.
The technical scheme for solving the technical problems is as follows: a safety control method of an unmanned guided vehicle in an aircraft guiding process comprises the following steps:
step 1, collecting historical guidance data of each guidance task completed by the unmanned guidance vehicle, and generating a safety personnel onboard scheme in a subsequent aircraft guidance process according to the historical guidance data;
and 2, repeating the steps until the historical guiding data meets preset conditions, generating a safety personnel cancelling instruction, and controlling the unmanned guiding vehicle to process the unmanned system fault in the subsequent aircraft guiding process by adopting a preset fault processing method.
A second aspect of an embodiment of the present invention provides a computer-readable storage medium, which stores a computer program, and when the computer program is executed by a processor, the computer program implements the above-mentioned safety control method for an unmanned guided vehicle during an aircraft guidance process.
A third aspect of the embodiments of the present invention provides a safety control terminal for an unmanned guided vehicle during aircraft guidance, including the computer-readable storage medium and a processor, where the processor implements the steps of the above safety control method for an unmanned guided vehicle during aircraft guidance when executing a computer program on the computer-readable storage medium.
A fourth aspect of the embodiments of the present invention provides a safety control device for an unmanned guided vehicle in an aircraft guidance process, including a safer scheduling module and a fault handling module:
the safety officer scheduling module is used for acquiring historical guidance data of the unmanned guidance vehicle for completing each guidance task and generating a safety officer vehicle-mounted scheme in the subsequent aircraft guidance process according to the historical guidance data;
the fault processing module is used for generating a safety personnel cancelling instruction when the historical guiding data meet preset conditions, and controlling the unmanned guiding vehicle to process the unmanned system fault in the subsequent aircraft guiding process by adopting a preset fault processing method.
Has the advantages that: the invention provides a safety control method and a safety control device for an unmanned guided vehicle in an aircraft guiding process, which can judge whether a subsequent guiding process needs to be carried by a security officer and which time range the security officer carries according to historical guiding data in a period of time, so as to reasonably schedule the security officer, and simultaneously, an independent safety controller or a remote control scheme is adopted to deal with the unmanned system fault under the condition that the security officer is vacant, so that the safety and the intelligence of the unmanned guided vehicle in the aircraft guiding process of an airport are taken into consideration, and the application prospect of the unmanned guided vehicle in an intelligent airport is improved.
In order to make the aforementioned and other objects, features and advantages of the present invention comprehensible, preferred embodiments accompanied with figures are described in detail below.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.
Fig. 1 is a schematic flow chart of a safety control method of an unmanned guided vehicle in an aircraft guidance process provided in embodiment 1;
fig. 2 is a schematic structural diagram of a safety control device of an unmanned guided vehicle in an aircraft guiding process provided in embodiment 2;
fig. 3 is a schematic structural diagram of a safety control terminal of an unmanned guided vehicle in an aircraft guidance process according to embodiment 3.
Detailed Description
In order to make the objects, technical solutions and advantageous effects of the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and the detailed description. It should be understood that the detailed description and specific examples, while indicating the preferred embodiment of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention.
The ground taxi guide vehicle of the unmanned aircraft is called the unmanned guide vehicle or the unmanned guide vehicle for short. In the prior art, when an unmanned guided vehicle is actually used in an airport, a test period, namely a test period, exists, at this stage, the unmanned guided vehicle is provided with a driver seat, manual driving operation equipment and the like besides an automatic driving system, and in a preset time period such as one year, a safety staff is carried out in each guiding process of each unmanned guided vehicle, the unmanned guided vehicle is manually taken over by the safety staff when the automatic guiding process of the unmanned guided vehicle is too fast or too slow and the traveling paths are not equal, and fault reasons are analyzed and solved after the guiding process is finished, so that the number of times of manual taking over is gradually reduced. If the unmanned guide vehicle can well complete the guide task after one year without any take-over action by a safety worker, the safety worker can be cancelled, and the unmanned guide system is completely used. However, in the year, each guiding process of each unmanned guiding vehicle needs to be carried by a security officer, so that great waste of manpower exists, and the requirements of intelligent airports are not met.
Fig. 1 is a schematic flow chart of a safety control method of an unmanned vehicle in an aircraft guidance process according to embodiment 1, where in this embodiment, the safety control method is applied to an unmanned vehicle dispatching system in an airport. As shown in fig. 1, the method comprises the steps of:
step 1, the unmanned vehicle dispatching system collects historical guidance data of each guidance task of any unmanned guidance vehicle within a certain time range, such as a week or a month, and generates a safer vehicle-mounted scheme in the subsequent aircraft guidance process according to the historical guidance data.
In this embodiment, the historical guidance data includes manual driving data and automatic driving data whose evaluation weights are sequentially reduced. In a preferred embodiment, the manual driving data includes the number of times of manual braking, the number of times of manual steering wheel operation, and/or the number of times of manual acceleration, for example, when the unmanned guided vehicle is too far away from the guided aircraft or is too close to an obstacle, the safety personnel may step on the brake to avoid the dangerous situation, so as to count the number of times of manual braking; when the unmanned guide vehicle deviates from a guide path and the like, a safety worker can avoid the situation by operating the steering wheel, so that the times of manually operating the steering wheel are counted; when the distance between the pilotless guiding vehicle and the guided airplane is too close, or no obstacle exists in front of the pilotless guiding vehicle but the driving speed is too low, a safety worker can accelerate by stepping on the accelerator, so that the number of times of manual acceleration is counted. In a specific practice, the manual driving data may be acquired by various detection devices such as a GNSS device and a torque sensor provided on the unmanned guided vehicle.
Gnss (global Navigation Satellite system), i.e., global Navigation Satellite system positioning, uses the observed quantities of a set of satellites, such as pseudo-range, ephemeris and Satellite emission time, and also needs to know the clock error of a user. The global navigation satellite system is a space-based radio navigation positioning system that can provide users with all-weather 3-dimensional coordinates and velocity and time information at any location on the earth's surface or in near-earth space.
In particular, it refers broadly to all satellite navigation systems, including global, regional and augmentation, such as GPS in the united states, Glonass in russia, Galileo in europe, beidou satellite navigation system in china, and related augmentation systems, such as WAAS (wide area augmentation system) in the united states, EGNOS (european geostationary navigation overlay system) in europe, MSAS in japan (multi-function transportation satellite augmentation system), etc., and also covers other satellite navigation systems to be built and later constructed. The international GNSS system is a complex combined system with multiple systems, multiple planes and multiple modes.
In the present embodiment, the autopilot data includes a guidance speed, a sudden braking number, a guidance distance to the aircraft, and/or an obstacle braking distance, and these data may be obtained by a detection device such as a GNSS device, a laser radar, and an infrared sensor provided in the unmanned guided vehicle, so that the guidance process in the time range is evaluated based on the above-mentioned manual driving data and autopilot data.
In another embodiment, the historical guidance data further comprises safety personnel state data with the minimum evaluation weight, the safety personnel state data comprises videos, images and/or physiological state parameters of safety personnel on the unmanned guided vehicle, and the physiological state parameters comprise heart rate data, body temperature data, brain wave data and the like. Generally speaking, the more stable the unmanned guided vehicle runs in the guiding process, the more timely the unmanned guided vehicle can cope with various road conditions and various dangerous conditions, the more relaxed the expressions and body movements of a security officer, and the more normal the heart rate/body temperature/brain wave are, so that the actual riding experience of the security officer in the automatic guiding process of the unmanned guided vehicle is reflected by the data, and further the more prepared automatic guiding evaluation result is obtained.
In a preferred embodiment, the manual driving data and the automatic driving data can be compared with the safety driver state data of the corresponding time frame, so that error data in the manual driving data and the automatic driving data are filtered, and the accuracy of the evaluation result is further improved.
In an optional embodiment, the unmanned vehicle dispatching system evaluates the guidance process corresponding to the time period according to historical guidance data in a preset time range to generate an evaluation result, wherein the evaluation result comprises an average switching number and an average guidance score, and then generates a safer vehicle-mounted scheme for a subsequent guidance process according to the evaluation result. The method specifically comprises the following steps:
s101, calculating the average switching times of the automatic pilot system to the manual pilot system in the historical guidance process of the aircraft within a preset time range, such as within a week, within a half month or within a month, according to the manual pilot data. Specifically, the action combination formed by continuous manual braking, manual operation of the steering wheel and/or manual stepping on the accelerator in a short time can be combined into one-time switching from automatic driving to manual driving, and the manual driving data is analyzed, so that the total times of switching from automatic driving to manual driving in all the guiding processes in the preset time range are calculated. Or collecting switching signals of an automatic driving system and a manual driving system so as to obtain the total times of switching automatic driving to manual driving in all guiding processes, and dividing the total times by the total guiding tasks to generate the average switching times.
And then S102 is executed, and the average guiding score of the aircraft historical guiding process in the preset time range is calculated according to the automatic driving data and/or the safety personnel state data. In particular embodiments, the guidance score for each guidance process may be calculated separately using the automated driving data or the safety officer status data, or may be calculated using a combination of the automated driving data and the safety officer status data to obtain an average guidance score for all guidance processes. The specific calculation method can be used for calculating through table look-up or through a preset calculation model, when the table look-up and the preset calculation model are combined for calculation, different calculation weights are set for the automatic driving data and the safety guard state data, and the calculation weight of the automatic driving data is greater than that of the safety guard state data, so that a more reasonable calculation result is obtained.
And then S103 is executed, and when the average switching times is larger than or equal to a first preset value, corresponding security personnel are respectively allocated to all subsequent guidance tasks of the unmanned guidance vehicle. When the average switching times are larger than or equal to a first preset value, the unmanned guiding vehicle is indicated to be prone to faults in the automatic guiding process, and places needing fault debugging are more, so that the unmanned guiding vehicle can be frequently switched to a manual driving system, and safety personnel are temporarily and inappropriately cancelled in the subsequent guiding process in order to guarantee guiding efficiency and safety.
And when the average switching times is less than or equal to a second preset value, generating a safety personnel cancelling instruction corresponding to the unmanned guided vehicle. The second preset value is set to be smaller, and when the average switching times is smaller than or equal to the second preset value, the number of failures of the unmanned guided vehicle in the automatic guiding process is very small, for example, only 1 failure occurs in half a year or 1 year, so that the unmanned guided vehicle is successfully debugged, and a safety worker can be cancelled in the subsequent guiding process.
When the average switching times are not enough to meet the conditions for canceling the safety guards, the unmanned guided vehicle is proved to have few failure times in the automatic guiding process, but still has a certain probability to appear, and is temporarily not suitable for directly canceling the safety guards, but does not need to configure the safety guards in each guiding process, and a corresponding safety guard vehicle-mounted scheme can be generated according to the average guiding score. Specifically, when the average switching number is smaller than a first preset value and larger than a second preset value (where the first preset value is larger than the second preset value), a safer on-board scenario corresponding to the unmanned guided vehicle is generated according to the average guidance score, which specifically includes the following steps:
and S1031, generating corresponding security personnel vehicle-carrying frequency according to the value range of the average guidance score, such as the number of times of vehicle carrying of security personnel required in the guidance process of one unmanned guidance vehicle for one day or one night.
And S1032, calculating a comprehensive score of each aircraft guiding process according to the guiding score and the switching times of each aircraft guiding process, and evaluating the guiding effect of each guiding process through the comprehensive score.
S1033, generating a ranking table according to the comprehensive score of each aircraft guiding process, wherein the ranking table comprises a plurality of time periods which are sequentially ranked from small to large according to the average comprehensive score. Specifically, for example, an unmanned lead vehicle leads 20 aircraft to and from a port a day, and a composite score is calculated for each guidance process. And then, carrying out primary segmentation on the whole time length, and acquiring the guide task and the corresponding comprehensive score contained in each time period, thereby calculating to obtain the average comprehensive score corresponding to the time period. And then aggregating adjacent time periods with closer average comprehensive scores to form a ranking table, wherein the ranking table comprises a plurality of time periods with the average comprehensive scores sequentially ordered from small to large or sequentially ordered from large to small. The initial time segmentation of the aggregation process may be performed in a minimum time segment segmentation manner, i.e., each time segment includes only one boot task, or in a random segmentation manner.
S1034, inquiring a sequencing list, generating a plurality of target time periods needing carrying by the security personnel according to the frequency of carrying by the security personnel, wherein the target time periods are time periods with lower average comprehensive scores in the sequencing list, and distributing the corresponding security personnel to each target time period.
Certainly, the scheduling scheme of the security officer is dynamically adjusted, and after the security officer is cancelled or the number of times of vehicle-mounted of the security officer is reduced, if a new automatic driving fault condition occurs in the unmanned guided vehicle, the scheduling scheme of the security officer can be automatically updated according to the scheme.
It should be understood that, the sequence numbers of the steps in the foregoing embodiments do not imply an execution sequence, and the execution sequence of each process should be determined by its function and inherent logic, and should not constitute any limitation to the implementation process of the embodiments of the present invention.
The embodiment provides a safety control method of an unmanned guided vehicle in an aircraft guiding process, whether a subsequent guiding process needs to be carried by a security guard and which time range the security guard carries can be judged according to historical guiding data in a period of time, so that the security guard is reasonably dispatched, meanwhile, an independent safety controller or a remote control scheme is adopted to deal with unmanned system faults under the condition that the security guard is vacant, the safety and the intelligence of the unmanned guided vehicle in the aircraft guiding process of an airport are considered, and the application prospect of the unmanned guided vehicle in an intelligent airport is improved.
An embodiment of the present invention further provides a computer-readable storage medium, which stores a computer program, and when the computer program is executed by a processor, the method for controlling safety of an unmanned guided vehicle during an aircraft guidance process is implemented.
Fig. 2 is a schematic structural diagram of a safety control device of an unmanned guided vehicle in an aircraft guiding process according to embodiment 2, as shown in fig. 2, including a safer dispatcher module 100 and a fault handling module 200,
the safer scheduling module 100 is configured to collect historical guidance data of each guidance task completed by the unmanned guided vehicle, and generate a safer on-board scheme for a subsequent aircraft guidance process according to the historical guidance data;
the fault processing module 200 is configured to generate a safer cancel instruction when the historical guidance data meets a preset condition, and control the unmanned guided vehicle to process the unmanned system fault in a subsequent aircraft guidance process by using a preset fault processing method.
In a preferred embodiment, the unmanned guided vehicle comprises a safety controller and a remote controller which are independently arranged on the bottom layer,
the safety controller is used for monitoring the control state of the upper computer, stopping receiving the command of the upper computer when judging that the unmanned system has a fault, and moving the unmanned guided vehicle to the outer side of the road;
the remote controller is used for receiving a remote control command of a tower, so that the unmanned guided vehicle can be moved to the outer side of a road through the remote control command.
In a preferred embodiment, the historical guiding data comprises artificial driving data, automatic driving data and safety driver state data with sequentially reduced evaluation weights, wherein the artificial driving data comprises the times of artificial braking, the times of artificial steering wheel operation and/or the times of artificial acceleration; the autopilot data includes a lead speed, a lead distance to the aircraft, and/or an obstacle braking distance; the safety officer status data includes video, images and/or physiological status parameters of safety officers on the unmanned guided vehicle.
In a preferred embodiment, the security officer scheduling module 100 specifically includes:
the first calculating unit 101 is used for calculating the average switching times of the automatic driving system to the manual driving system in the historical guidance process of the aircraft within the preset time range according to the manual driving data;
the second calculation unit 102 is used for calculating an average guidance score of the aircraft historical guidance process within a preset time range according to the automatic driving data and/or the safety officer state data;
the scheduling unit 103 is configured to allocate corresponding security personnel to all subsequent guidance tasks of the unmanned guidance vehicle when the average switching times is greater than or equal to a first preset value; and/or generating a safer on-board scheme corresponding to the unmanned guided vehicle according to the average guidance score when the average switching times are smaller than a first preset value and larger than a second preset value; and/or generating a safety staff cancelling instruction corresponding to the unmanned guided vehicle when the average switching times is less than or equal to a second preset value.
In a preferred embodiment, the scheduling unit 103 further includes:
the first query unit 1031 is configured to generate a corresponding on-board frequency of the safer according to a value range where the average guidance score is located;
a third calculation unit 1032 for calculating a composite score for each aircraft guidance process according to the guidance score and the switching times of each aircraft guidance process;
an aggregation unit 1033, configured to generate a ranking table according to the composite score of each aircraft guidance process, where the ranking table includes a plurality of time periods that are sequentially ranked from small to large according to an average composite score;
the second query unit 1034 is configured to query the sorting table, generate a plurality of target time periods in which the safeners need to be carried on the vehicle according to the carrier-carried frequency of the safeners, and allocate a corresponding safener to each target time period.
The embodiment provides a safety control device of unmanned guide vehicle in aircraft guiding process, can judge whether follow-up guiding process needs the security personnel to follow-up and the time range that the security personnel is followed the car according to the historical guidance data in a period of time, thereby carry out reasonable dispatch to the security personnel, adopt independent safety controller or remote control scheme to deal with unmanned system trouble under the vacant condition of security personnel simultaneously, compromise security and the intelligence of unmanned guide vehicle in airport aircraft guiding process, improved the application prospect of unmanned guide vehicle at wisdom airport.
The embodiment of the invention also provides a safety control terminal of the unmanned guided vehicle in the aircraft guiding process, which comprises the computer readable storage medium and a processor, wherein the processor realizes the steps of the safety control method of the unmanned guided vehicle in the aircraft guiding process when executing the computer program on the computer readable storage medium. Fig. 3 is a schematic structural diagram of a safety control terminal of an unmanned guided vehicle in an aircraft guidance process according to embodiment 3 of the present invention, and as shown in fig. 3, a safety control terminal 8 of an unmanned guided vehicle in an aircraft guidance process according to this embodiment includes: a processor 80, a readable storage medium 81 and a computer program 82 stored in said readable storage medium 81 and executable on said processor 80. The processor 80, when executing the computer program 82, implements the steps in the various method embodiments described above, such as steps 1-2 shown in fig. 1. Alternatively, the processor 80, when executing the computer program 82, implements the functions of the modules in the above-described device embodiments, such as the functions of the modules 100 to 200 shown in fig. 2.
Illustratively, the computer program 82 may be partitioned into one or more modules that are stored in the readable storage medium 81 and executed by the processor 80 to implement the present invention. The one or more modules may be a series of computer program instruction segments capable of performing specific functions that describe the execution of the computer program 82 in the safety control terminal 8 of the unmanned lead vehicle during the aircraft guidance.
The safety control terminal 8 of the unmanned guided vehicle during the aircraft guiding process may include, but is not limited to, a processor 80 and a readable storage medium 81. It will be understood by those skilled in the art that fig. 3 is merely an example of the safety control terminal 8 of the unmanned guided vehicle during the aircraft guiding process, and does not constitute a limitation to the safety control terminal 8 of the unmanned guided vehicle during the aircraft guiding process, and may include more or less components than those shown in the drawings, or may combine some components, or may be different components, for example, the safety control terminal of the unmanned guided vehicle during the aircraft guiding process may further include a power management module, an arithmetic processing module, an input/output device, a network access device, a bus, and the like.
The Processor 80 may be a Central Processing Unit (CPU), other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic device, discrete hardware component, or the like. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
The readable storage medium 81 may be an internal storage unit of the safety control terminal 8 of the unmanned guided vehicle during the aircraft guiding process, for example, a hard disk or a memory of the safety control terminal 8 of the unmanned guided vehicle during the aircraft guiding process. The readable storage medium 81 may also be an external storage device of the security control terminal 8 of the unmanned guided vehicle during the aircraft guiding process, for example, a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), or the like, which is equipped on the security control terminal 8 of the unmanned guided vehicle during the aircraft guiding process. Further, the readable storage medium 81 may also include both an internal storage unit and an external storage device of the safety control terminal 8 of the unmanned guided vehicle during the aircraft guidance. The readable storage medium 81 is used to store the computer program and other programs and data required by the safety control terminal of the unmanned guided vehicle during the guidance of the aircraft. The readable storage medium 81 may also be used to temporarily store data that has been output or is to be output.
It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-mentioned division of the functional units and modules is illustrated, and in practical applications, the above-mentioned function distribution may be performed by different functional units and modules according to needs, that is, the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-mentioned functions. Each functional unit and module in the embodiments may be integrated in one processing unit, or each unit may exist alone physically, or two or more units are integrated in one unit, and the integrated unit may be implemented in a form of hardware, or in a form of software functional unit. In addition, specific names of the functional units and modules are only for convenience of distinguishing from each other, and are not used for limiting the protection scope of the present application. The specific working processes of the units and modules in the system may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.
In the above embodiments, the descriptions of the respective embodiments have respective emphasis, and reference may be made to the related descriptions of other embodiments for parts that are not described or illustrated in a certain embodiment.
Those of ordinary skill in the art will appreciate that the various illustrative elements and method steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
In the embodiments provided in the present invention, it should be understood that the disclosed apparatus/terminal device and method may be implemented in other ways. For example, the above-described embodiments of the apparatus/terminal device are merely illustrative, and for example, the division of the modules or units is only one logical division, and there may be other divisions when actually implemented, for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
In addition, functional units in the embodiments of the present invention may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, and can also be realized in a form of a software functional unit.
The invention is not limited solely to that described in the specification and embodiments, and additional advantages and modifications will readily occur to those skilled in the art, so that the invention is not limited to the specific details, representative apparatus, and illustrative examples shown and described herein, without departing from the spirit and scope of the general concept as defined by the appended claims and their equivalents.
Claims (10)
1. A safety control method of an unmanned guided vehicle in an aircraft guiding process is characterized by comprising the following steps:
step 1, collecting historical guidance data of each guidance task completed by the unmanned guidance vehicle, and generating a safety personnel onboard scheme in a subsequent aircraft guidance process according to the historical guidance data;
and 2, repeating the steps until the historical guiding data meets preset conditions, generating a safety personnel cancelling instruction, and controlling the unmanned guiding vehicle to process the unmanned system fault in the subsequent aircraft guiding process by adopting a preset fault processing method.
2. The safety control method of an unmanned guided vehicle during aircraft guidance according to claim 1, wherein the preset fault handling method is:
monitoring the control state of an upper computer through a bottom independent safety controller, stopping receiving a command of the upper computer when judging that the unmanned system has a fault, and moving the unmanned guided vehicle to the outer side of a road through the safety controller;
and/or receiving a remote control command of a tower through a remote controller so as to move the unmanned guided vehicle to the outside of the road through the remote control command.
3. The safety control method for an unmanned guided vehicle during guidance of an aircraft according to claim 1 or 2, wherein the historical guidance data includes artificial driving data and automatic driving data whose evaluation weights are sequentially reduced,
the manual driving data comprises manual braking times, manual steering wheel operation times and/or manual acceleration times;
the autopilot data includes a lead speed, a lead distance to the aircraft, and/or an obstacle braking distance.
4. The method as claimed in claim 3, wherein the historical guidance data further includes safety officer status data with the least evaluation weight, the safety officer status data includes video, images and/or physiological status parameters of a safety officer on the unmanned guided vehicle, and the physiological status parameters include heart rate data, body temperature data and/or brain wave data.
5. The method of claim 4, wherein generating a safer on-board scenario for a subsequent aircraft guidance session based on historical guidance data comprises:
s101, calculating the average switching times of an automatic driving system to a manual driving system in the historical guidance process of the aircraft within a preset time range according to the manual driving data;
s102, calculating an average guiding score of the aircraft historical guiding process within a preset time range according to the automatic driving data and/or the state data of the safeners;
s103, when the average switching times are larger than or equal to a first preset value, corresponding security personnel are respectively allocated to all subsequent guidance tasks of the unmanned guidance vehicle;
when the average switching times are smaller than a first preset value and larger than a second preset value, generating a safety personnel vehicle-mounted scheme corresponding to the unmanned guided vehicle according to the average guide score;
and when the average switching times is less than or equal to a second preset value, generating a safety personnel cancelling instruction corresponding to the unmanned guided vehicle.
6. The safety control method of an unmanned guided vehicle during aircraft guidance according to claim 5, wherein generating a corresponding safer on-board scenario from the average guidance score comprises:
s1031, generating corresponding on-board frequency of the security guard according to the value range of the average guidance score;
s1032, calculating a comprehensive score of each aircraft guiding process according to the guiding score and the switching times of each aircraft guiding process;
s1033, generating a ranking table according to the comprehensive score of each aircraft guiding process, wherein the ranking table comprises a plurality of time periods which are sequentially ranked from small to large according to the average comprehensive score;
s1034, inquiring the sequencing table, generating a plurality of target time periods needing to be carried by the security personnel according to the vehicle-carried frequency of the security personnel, and distributing corresponding security personnel for each target time period.
7. The safety control device of the unmanned guided vehicle in the aircraft guiding process is characterized by comprising a safety personnel scheduling module and a fault processing module:
the safety officer scheduling module is used for acquiring historical guidance data of the unmanned guidance vehicle for completing each guidance task and generating a safety officer vehicle-mounted scheme in the subsequent aircraft guidance process according to the historical guidance data;
the fault processing module is used for generating a safety personnel cancelling instruction when the historical guiding data meet preset conditions, and controlling the unmanned guiding vehicle to process the unmanned system fault in the subsequent aircraft guiding process by adopting a preset fault processing method.
8. The safety control device for an unmanned guided vehicle during guidance of an aircraft according to claim 7, wherein the unmanned guided vehicle comprises a safety controller and a remote controller independently provided on a floor,
the safety controller is used for monitoring the control state of the upper computer, stopping receiving the command of the upper computer when judging that the unmanned system has a fault, and moving the unmanned guided vehicle to the outer side of the road;
the remote controller is used for receiving a remote control command of a tower, so that the unmanned guided vehicle can be moved to the outer side of a road through the remote control command.
9. A computer-readable storage medium, in which a computer program is stored which, when being executed by a processor, carries out a method for safety control of an unmanned guided vehicle during guidance of an aircraft according to any one of claims 1 to 6.
10. A safety control terminal of an unmanned guided vehicle during aircraft guidance, comprising the computer-readable storage medium and a processor, wherein the processor implements the steps of the safety control method of the unmanned guided vehicle during aircraft guidance according to any one of claims 1 to 6 when executing a computer program on the computer-readable storage medium.
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