CN114355875B - Unmanned guided vehicle-based aircraft docking method, medium and device - Google Patents
Unmanned guided vehicle-based aircraft docking method, medium and device Download PDFInfo
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Abstract
The invention discloses an aircraft docking method, medium and device based on an unmanned guided vehicle, wherein the method comprises the following steps: receiving alternative receiver point position layout information generated by an upper computer according to the sliding security level of a target airport; acquiring port entering taxi information of a target aircraft at a target airport; generating at least one target aircraft point position corresponding to the target aircraft according to the alternative aircraft point position layout information and the port entering taxiing information; and allocating a corresponding unmanned guide vehicle for at least one target contact point to interface with the target aircraft through the unmanned guide vehicle. According to the invention, different airplane receiving schemes can be generated according to the current sliding safety level of the airport, and a targeted airplane receiving point position layout result and the guiding direction of the airplane after being in butt joint are generated according to the sliding information of the airplane, so that the safety requirement of the unmanned guiding vehicle on the guiding of the airplane is met, and the whole guiding efficiency of the airport can be considered.
Description
Technical Field
The invention relates to the field of aircrafts, in particular to an aircraft docking method, medium and device based on an unmanned guided vehicle.
Background
At present, in the field of civil aviation, airplane guiding modes in airports mainly comprise lamplight guiding, aeroMACS system guiding and the like. The stability of the light guiding mode is insufficient, the light guiding transformation needs to open a road, the construction cost is high, the construction is irreversible, and meanwhile, a pilot can feel that the advancing speed is low and the pause feeling is strong, so that the pilot is influenced to obtain the driving experience. The aeroMACS system is used for transmitting the real-time running state of the current scene to the on-board and vehicle-mounted equipment for displaying, so that the construction cost is high, a display screen is required to be installed in the cockpit of the aircraft to directly guide a pilot, and the pilot needs to look at the display screen at a low head in the guiding process, so that safe driving is influenced. Although the prior art proposes a scheme of guiding an airplane in an airport by a ground sliding guided vehicle of an unmanned aerial vehicle, namely, an unmanned guided vehicle or an unmanned guided vehicle, the docking process of the unmanned guided vehicle and the airplane in the guiding process is not described in detail, including when and where the unmanned guided vehicle is docked with the airplane, and the direction guiding after docking is difficult to be applied in the actual guiding process. The prior art does not consider the influence of the number of different aircraft taking off and landing flights in an airport on a docking scheme, so that the safety and the guiding efficiency in the actual guiding process are affected.
Disclosure of Invention
The invention provides an aircraft docking method, medium, terminal and device based on an unmanned guided vehicle, which solve the technical problems.
The technical scheme for solving the technical problems is as follows: an aircraft docking method based on an unmanned guided vehicle, comprising the following steps:
step 1, receiving alternative receiver point position layout information generated by an upper computer according to the sliding safety level of a target airport;
step 2, acquiring port entering sliding information of a target aircraft at the target airport;
step 3, generating at least one target contact point corresponding to the target aircraft according to the alternative contact point layout information and the port entering taxi information;
and 4, distributing corresponding unmanned guide vehicles for each target aircraft point position in the at least one target aircraft point position so as to butt-joint the target aircraft through the unmanned guide vehicles.
A second aspect of an embodiment of the present invention provides a computer-readable storage medium storing a computer program which, when executed by a processor, implements the unmanned guided vehicle-based aircraft docking method described above.
A third aspect of the embodiments of the present invention provides an unmanned guided vehicle-based aircraft docking terminal, including the computer-readable storage medium and a processor, where the processor implements the steps of the unmanned guided vehicle-based aircraft docking method described above when executing a computer program on the computer-readable storage medium.
A fourth aspect of the embodiments of the present invention provides an unmanned guided vehicle-based aircraft docking device, comprising a receiving module, an acquiring module, a point of contact generating module and a scheduling module,
the receiving module is used for receiving the alternative receiver point position layout information generated by the upper computer according to the sliding safety level of the target airport;
the acquisition module is used for acquiring the port entering taxi information of the target aircraft at the target airport;
the contact point position generating module is used for generating at least one target contact point position corresponding to a target aircraft according to the alternative contact point position layout information and the port entering taxi information;
the scheduling module is used for distributing corresponding unmanned guide vehicles for each target aircraft receiving point position in the at least one target aircraft receiving point position so as to butt-joint the target aircraft through the unmanned guide vehicles.
The invention provides an unmanned guided vehicle-based aircraft docking method, medium and device, which can generate different docking schemes according to the current sliding safety level of an airport, and generate a targeted docking point position layout result and a docked aircraft guiding direction according to the sliding information of the aircraft, thereby not only meeting the safety requirement of the unmanned guided vehicle on aircraft guiding, but also taking the whole guiding efficiency of the airport into consideration.
In order to make the above objects, features and advantages of the present invention more 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 that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic flow chart of an aircraft docking method based on an unmanned guided vehicle provided in embodiment 1;
fig. 2 is a schematic structural view of an unmanned guided vehicle-based aircraft docking device provided in embodiment 2;
fig. 3 is a schematic structural view of an unmanned guided vehicle-based aircraft docking terminal provided in embodiment 3.
Detailed Description
In order to make the objects, technical solutions and advantageous technical effects of the present invention more apparent, the present invention will be further described in detail with reference to the accompanying drawings and detailed description. It should be understood that the detailed description is intended to illustrate the invention, and not to limit the invention.
Fig. 1 is a flow chart of the unmanned guided vehicle-based aircraft docking method provided in embodiment 1, which is applied to an unmanned guided vehicle dispatching system, as shown in fig. 1, and includes the following steps:
and step 1, receiving alternative receiver point location layout information generated by the upper computer according to the sliding safety level of the target airport. The alternative contact point position layout mainly refers to information of the contact point positions which can be selected at the departure road mouth of each rapid departure road in an airport under certain conditions, such as different sliding safety levels, and the contact point positions are selected to determine the guiding direction of the unmanned guiding vehicle at each departure road mouth to the target aircraft under the conditions.
In a preferred embodiment, the upper computer, such as a tower, an a-SMGCS (advanced scene activity guidance and control system) and an AOC (operation command center for flight area), can generate alternative contact point location layout information according to the current taxi security level of the target airport, and specifically includes the following steps:
and step 001, generating a taxi taking layout scheme of the target airport under the maximum number of the daily take-off and landing flights based on a clustering algorithm. Specifically, when the aircraft docking scheme is designed, firstly, an aircraft docking layout scheme is required to be set for the airport according to the preset maximum number of flights to be taken off and taken on the day of the airport, wherein the aircraft docking layout scheme comprises the number of parking apron subareas of the target airport, the number, the position and the single area of waiting areas where unmanned guided vehicles are located, the number and the position of aircraft receiving points arranged in each quick-release way and the corresponding aircraft guiding directions.
In the implementation process, firstly, a design drawing of a target airport is collected, a parking apron position, an airport inner taxiway position, a quick departure way position and the like are obtained according to the design drawing, 2-3 airplane contact points for parking an unmanned guiding vehicle are arranged at the position close to the exit of each quick departure way and combined with the parking apron position, each airplane contact point corresponds to different aircraft guiding directions, for example, the airplane contact point 1L indicates that the first quick departure way guides the aircraft to slide forwards along the taxiway to enter the airplane stand, the airplane contact point 2R indicates that the second quick departure way guides the aircraft to slide along a curve to enter the airplane stand, and the airplane contact point 3U indicates that the third quick departure way guides the aircraft to slide transversely into the airplane stand.
Then, alternative positions of the waiting area are generated according to the distribution of taxiways and the distribution of rapid departure tracks in the airport. In particular, alternative locations for the waiting areas are preferably provided at the end of the fast off-road and near the edge of the taxiway, so as to facilitate the unmanned guided vehicle of each waiting area to travel to the docking station at the fastest speed. Meanwhile, the required maximum estimated number of the unmanned guided vehicles is estimated according to the preset maximum number of flights to take off and land on the day of a target airport, the running speed of the unmanned guided vehicles and other parameters, the number of waiting areas, the positions and the single area are generated according to the occupied parking area of each unmanned guided vehicle and the preset maximum parking number of each waiting area, and the alternative positions of the waiting areas are combined, so that the number of the waiting areas is generally not less than the number of the quick departure tracks. For example, the number of waiting areas is consistent with the number of the quick-release lanes, and the waiting areas are arranged at positions corresponding to the tail ends of the quick-release lanes and close to the edges of the taxiways of the aircraft, and each waiting area is provided with 1-5 unmanned guide vehicles.
And finally, on the premise that the contact point position and the waiting area are determined, generating the partition number of the parking apron under the preset maximum number of the take-off and landing flights by adopting a clustering algorithm so as to maximize the guiding efficiency of the unmanned vehicle guiding scheme. Thus, the taxi taking layout scheme of the target airport under the preset maximum number of flights to take off and land on the day can be generated.
Step 002 is then executed to obtain the taxi safety level of the target airport within the target time range, and generate a target guidance scheme corresponding to the taxi safety level from the preset guidance schemes. The preset guiding schemes comprise a first preset guiding scheme, a second preset guiding scheme and a third preset guiding scheme, and the guiding direction of the aircraft in the first preset guiding scheme comprises forward sliding along a sliding channel, transverse sliding or turning around a curve; the guiding direction of the aircraft in the second preset guiding scheme comprises forward sliding or transverse sliding along the taxiway; the guiding direction of the aircraft in the third preset guiding scheme can only be forward sliding along the taxiway. The more the guiding directions in the guiding scheme, the more the tower needs to be interacted with in the guiding process, and the greater the potential safety hazard. While the higher the level of taxi safety required by the aircraft, the more careful guidance schemes need to be employed, and therefore the fewer guidance schemes need to be selected for alternative directions.
In an alternative embodiment, the taxi security level of the target airport in the target time range is generated according to a user instruction or the number of scheduled take-off and landing flights, for example, the larger the number of scheduled take-off and landing flights is, the higher the taxi security level requirement of the aircraft is. Or receiving an instruction sent by the target user, firstly verifying the authority of the target user, and determining the sliding security level of the target airport in the target time range according to the instruction after the verification is passed.
And finally, executing step 003, and generating alternative contact point position layout information of the target airport under the sliding safety level according to the contact layout scheme and the target guiding scheme. If the layout scheme of the airport taxi comprises 3 quick-release lanes, each quick-release lane is provided with three contact points, which are respectively marked as L, R and U, and the target guiding scheme under the current airport taxi safety level is a first preset guiding scheme, the airport taxi can slide forwards along the taxi lane, transversely slide or slide around a bend, and then the alternative contact points at the moment comprise 1L, 1R, 2L, 2U, 2R and 3L, 3U and 3R. And when the target guiding scheme is the third preset guiding scheme, the alternative receiver point position layout only comprises 1L, 2L and 3L.
And then executing step 2, and acquiring the taxi information of the target aircraft at the port of the target airport. Before the aircraft lands, the A-SMGCS system can acquire information such as landing runways, stand and expected landing time of the entering aircraft through an upper computer system such as a flight plan processing system, a stand management system and the like, so that a taxi route is planned for the aircraft according to taxi limits, standard taxi routes and the like, and the taxi route comprises the stand and the planned taxi route of the aircraft and is pushed outwards after being confirmed by a ground floor controller. After the unmanned guided vehicle dispatching system acquires the taxi route, the taxi information of the target aircraft can be acquired, and the taxi information mainly comprises a target parking area number and a target quick-release road number, namely the target aircraft is planned to be docked with the corresponding unmanned guided vehicle after exiting from which quick-release road, and enters the target station of the target parking area under the guidance of the unmanned guided vehicle.
And then, executing the step 3, and generating at least one target aircraft point position corresponding to the target aircraft according to the alternative aircraft point position layout information and the port entering sliding information, so that an unmanned guide vehicle waiting in a corresponding waiting area, such as a waiting area closest to the target approaching point position, can be assigned to travel to the target aircraft point position, and after the aircraft exits from a certain quick-speed departure path, the docking with the aircraft and the subsequent guide flow can be completed at the corresponding target aircraft point position. In an alternative embodiment, the step 3 specifically includes: and inquiring a preset corresponding relation table, and acquiring at least one corresponding target aircraft receiving point position from the alternative aircraft receiving points according to the target shutdown area number and the target quick departure channel number of the target aircraft. The target waypoint here includes not only the waypoint at the target quick-release path, but also other optional quick-release paths on the path of the aircraft to the target stop zone, such as the waypoint at the quick-release path that other aircraft may experience. For example, when the target stopping area of the aircraft is the area a, the target quick-release road is the first quick-release road closest to the entrance of the taxiway, and the taxiing safety level is the lowest, the candidate contact point layout at this time includes 1L, 1R, 2L, 2U, 2R, 3L, 3U and 3R, and the target contact point is not only the contact point 1L at the first quick-release road, but also the contact point 2L at the second quick-release road and the contact point 3L at the third quick-release road.
And then, executing step 4, namely distributing a corresponding unmanned guide vehicle for each target aircraft receiving point in the at least one target aircraft receiving point so as to butt-joint the target aircraft through the unmanned guide vehicle. In an alternative embodiment, the steps specifically include:
s401, scheduling idle unmanned guided vehicles to corresponding waiting areas in advance. Specifically, when the number of idle unmanned guided vehicles is greater than or equal to the number of waiting areas, at least one idle unmanned guided vehicle is allocated to each waiting area, and allocation can be performed according to the current distance between the idle unmanned guided vehicle and different waiting areas. When the number of idle unmanned guided vehicles is smaller than the number of waiting areas and the number of idle unmanned guided vehicles is not 1, scheduling the idle unmanned guided vehicles according to the scheme that the priority of the waiting areas on two sides of the taxiway is high and the priority of the waiting area in the middle is low. When the idle unmanned guide vehicle is only one, the idle unmanned guide vehicle is distributed to a waiting area at the position closest to the entrance of the airplane taxiway and rapidly separated from the entrance, so that the docking effect of the aircraft is ensured.
S402, acquiring real-time sliding information of a target aircraft sent by an upper computer, and generating a first target aircraft point position corresponding to a quick departure channel from all target aircraft point positions after the target aircraft enters any quick departure channel. The upper computer, such as an A-SMGCS system, collects the state information of the target aircraft, judges whether the target aircraft enters any quick departure channel and which quick departure channel according to the state information, if so, generates real-time sliding information to the unmanned vehicle dispatching system, wherein the real-time sliding information comprises the information of the quick departure channel which the target aircraft enters, and then the unmanned vehicle dispatching system can generate a corresponding first target receiver point position according to the quick departure channel information.
S403, a first target waiting area which is nearest to the first target contact point and has at least one unmanned guide vehicle is obtained, any unmanned guide vehicle in the first target waiting area is controlled to run to the first target contact point to be in butt joint with a target aircraft, and the guide task of the target aircraft is completed. This is because once an aircraft enters a fast departure lane, the a-SMGCS may send the aircraft position and the taxi path to the guided vehicle dispatch system within 1-2 seconds, so as to determine a first target receiver point location corresponding to the fast departure lane, and the guided vehicle dispatch system may calculate the guided vehicle that can reach the first target receiver point location at the fastest speed in time. The aircraft is taxied on the fast-off runway for about 15-20 seconds (300 m@80 km/h) on average, and the lead vehicle can reach the first target landing site within 5-10 seconds, and reach the first target landing site in advance outside the distance of 100-200 meters from the aircraft.
In another embodiment, in order to ensure timely docking to the target aircraft, the step 4 may allocate an unmanned guiding vehicle to each target docking station, and specifically includes the following steps:
and S405, scheduling the idle unmanned guided vehicles to the corresponding waiting areas in advance.
And S406, acquiring landing information of the target aircraft sent by the upper computer, and when the target aircraft lands on the runway, controlling the unmanned guided vehicles in the waiting area to respectively run to corresponding target contact points so that each target contact point is parked with one unmanned guided vehicle.
In an alternative embodiment, for example, when the number of waiting areas is the same as that of the quick-release lanes, that is, each quick-release lane is provided with a corresponding waiting area, any one of the unmanned guided vehicles in the waiting area can be scheduled to travel to the target contact point of the corresponding quick-release lane; and if the waiting area does not park the unmanned guided vehicle, selecting the unmanned guided vehicle which is closest to the waiting area to drive to the target contact point corresponding to the quick-release road. If the number of waiting areas is greater than the number of quick-exit tracks, the unmanned guided vehicle of the waiting area closest to the waiting area is selected and dispatched to the target receiver point of the corresponding quick-exit track.
And then executing S407, acquiring real-time sliding information of the target aircraft sent by the upper computer, and after the target aircraft enters any quick departure channel, controlling the unmanned guide vehicles at the corresponding quick departure channels to be in butt joint with the target aircraft, and controlling the unmanned guide vehicles at other target aircraft point positions to return to the corresponding waiting areas. In a preferred embodiment, in order to improve the overall guiding efficiency of the airport, after the target aircraft has driven through a certain quick-release path, the unmanned guiding vehicle at the position corresponding to the target contact point of the quick-release path can be controlled to return to the corresponding waiting area. For example, in one embodiment, the landing point 1L at the first rapid escape way, the landing point 2L at the second rapid escape way, and the landing point 3L at the third rapid escape way are all parked with an unmanned guided vehicle, and after the target aircraft is detected to enter the second rapid escape way, the unmanned guided vehicle at 2L is ready for landing, and the unmanned guided vehicles at 1L and 3L return to the waiting area. And after the target aircraft enters the second quick departure path, the unmanned guide vehicle at the 2L position is ready for taking in, and the unmanned guide vehicle at the 3L position is returned to the waiting area.
In an alternative embodiment, when there is only one idle unmanned guided vehicle, the step 4 specifically includes:
scheduling the only idle unmanned guided vehicle to a waiting area corresponding to a first rapid departure lane closest to an entrance of an airplane taxiway;
acquiring real-time sliding information of a target aircraft sent by an upper computer, judging whether the target aircraft enters the first quick-release road according to the real-time sliding information, and if so, controlling the unmanned guiding vehicle to travel to a target contact point position corresponding to the first quick-release road to finish the butt joint with the target aircraft; if not, controlling the unmanned guided vehicle to run to a waiting area or a target aircraft connection point corresponding to the next quick departure path in the plane sliding direction, and repeating the steps until the unmanned guided vehicle and the target aircraft are in butt joint. If the waiting area corresponding to the first quick-release road is not provided with vehicles for standby, the vehicles are timely pre-adjusted to the waiting area before the aircraft lands.
In a preferred embodiment, when the taxi safety level of the target airport is the highest level, i.e. the unmanned guided vehicle can only guide the aircraft to slide forward along the taxi, if only one unmanned guided vehicle is on standby, the following three different taxi guidance schemes can be adopted:
in a first scheme, the unmanned guided vehicle is controlled to run to a waiting area corresponding to a first quick-release lane closest to an entrance of an airplane taxiway for standby, then a target contact point corresponding to the waiting area is positioned on the airplane, if the airplane misses the first quick-release lane, the following running scheme in the embodiment is adopted to stand by to a waiting area corresponding to a next quick-release lane or the target contact point until docking with the airplane is completed.
In the second scheme, the unmanned guiding vehicle is controlled to run to a waiting area positioned in the middle of an airplane taxiway for standby, and the airplane separated from the nearest rapid separation crossing or the rapid separation crossing in front is connected at the corresponding target contact point position in a meeting mode, or the following running scheme is adopted to run to the waiting area corresponding to the next rapid separation crossing or the target contact point position for standby until the docking with the airplane is completed.
The third scheme does not need to follow, the unmanned guided vehicle is directly arranged to stand by in the last waiting area in the plane sliding direction, no matter from which departure gate the plane is separated, the unmanned guided vehicle is connected to the corresponding target connection point of the waiting area, at the moment, the unmanned guided vehicle is very simple to dispatch, and only the plane is required to slide forwards along the sliding direction until the guided vehicle is seen.
The invention provides an aircraft docking method based on an unmanned guided vehicle, which can generate different aircraft docking schemes according to the current sliding safety level of an airport, and generate a targeted aircraft docking point position layout result and a docked aircraft guiding direction according to the sliding information of the aircraft, thereby not only meeting the safety requirement of the unmanned guided vehicle on aircraft guiding, but also taking the whole guiding efficiency of the airport into consideration.
It should be understood that the sequence number of each step in the foregoing embodiment does not mean that the execution sequence of each process should be determined by the function and the internal logic, and should not limit the implementation process of the embodiment of the present invention.
The embodiment of the invention also provides a computer readable storage medium which stores a computer program, wherein the computer program realizes the unmanned guided vehicle-based aircraft docking method when being executed by a processor.
Fig. 2 is a schematic structural diagram of the unmanned guided vehicle-based aircraft docking device provided in embodiment 2, and as shown in fig. 2, includes a receiving module 100, an acquiring module 200, a point of contact generating module 300 and a scheduling module 400,
the receiving module 100 is configured to receive alternative receiver point location layout information generated by an upper computer according to a taxi security level of a target airport;
the acquiring module 200 is configured to acquire taxi information of a target aircraft at an approach port of the target airport;
the contact point position generating module 300 is configured to generate at least one target contact point position corresponding to a target aircraft according to the candidate contact point position layout information and the port entry taxi information;
the dispatch module 400 is configured to allocate a corresponding unmanned guiding vehicle to each of the at least one target contact point location, so as to dock the target aircraft through the unmanned guiding vehicle.
In a preferred embodiment, the upper computer includes an alternative access point location generating unit, which specifically includes:
the layout generation unit is used for generating a taxi taking layout scheme of the target airport under the maximum number of the flights to take off and land on the day based on a clustering algorithm;
the system comprises a guiding scheme generating unit, a target airport safety level generating unit and a target airport safety level generating unit, wherein the guiding scheme generating unit is used for acquiring the sliding safety level of the target airport in a target time range and generating a target guiding scheme corresponding to the sliding safety level from a preset guiding scheme;
and the first point position generating unit is used for generating alternative point position layout information of the target airport under the taxi safety level according to the taxi layout scheme and the target guiding scheme.
In a preferred embodiment, the contact point position generating module 300 is configured to query a preset correspondence table, and obtain at least one corresponding target contact point position from the candidate contact point positions according to the target shutdown area number and the target quick-release path number of the target aircraft.
In a preferred embodiment, the scheduling module 400 specifically includes:
a first scheduling unit 401, configured to schedule idle unmanned guided vehicles to corresponding waiting areas in advance;
the second point position generating unit 402 is configured to obtain real-time sliding information of the target aircraft sent by the upper computer, and generate a first target point position corresponding to the fast departure lane from all target point positions after the target aircraft enters any fast departure lane;
the second scheduling unit 403 is configured to obtain a first target waiting area closest to the first target contact point and where at least one unmanned guiding vehicle exists, control any one of the unmanned guiding vehicles in the first target waiting area to travel to the first target contact point to dock with a target aircraft, and complete a guiding task for the target aircraft.
In another preferred embodiment, the scheduling module 400 includes:
a fourth scheduling unit 405, configured to schedule idle unmanned guided vehicles to corresponding waiting areas in advance;
a fifth scheduling unit 406, configured to obtain landing information of the target aircraft sent by the upper computer, and when the target aircraft lands on the runway, control the unmanned guided vehicles in the waiting area to respectively travel to corresponding target contact points, so that each target contact point is parked with one unmanned guided vehicle;
the sixth scheduling unit 407 is configured to obtain real-time sliding information of the target aircraft sent by the upper computer, and after the target aircraft enters any fast departure lane, control the unmanned guided vehicle at the corresponding fast departure lane to dock with the target aircraft, and control the unmanned guided vehicles at other target contact points to return to the corresponding waiting areas.
In an alternative embodiment, when there is only one idle unmanned guided vehicle, the scheduling module 400 is specifically configured to schedule the only idle unmanned guided vehicle to a waiting area corresponding to the first fast-exit lane closest to the entrance of the taxiway; the method comprises the steps of acquiring real-time sliding information of a target aircraft sent by an upper computer, judging whether the target aircraft enters a first quick-release road according to the real-time sliding information, and if so, controlling the unmanned guide vehicle to travel to a target contact point corresponding to the first quick-release road to finish the butt joint with the target aircraft; if not, controlling the unmanned guided vehicle to run to a waiting area or a target airplane contact point corresponding to the next quick departure path in the airplane sliding direction until the unmanned guided vehicle and the target airplane are in butt joint.
The invention provides an aircraft docking device based on an unmanned guided vehicle, which can generate different aircraft docking schemes according to the current sliding safety level of an airport, and generate a targeted aircraft docking point position layout result and a docked aircraft guiding direction according to the sliding information of the aircraft, thereby not only meeting the safety requirement of the unmanned guided vehicle on aircraft guiding, but also taking the whole guiding efficiency of the airport into consideration.
The embodiment of the invention also provides an unmanned guided vehicle-based aircraft docking terminal, which comprises the computer readable storage medium and a processor, wherein the processor realizes the steps of the unmanned guided vehicle-based aircraft docking method when executing the computer program on the computer readable storage medium. Fig. 3 is a schematic structural diagram of an unmanned guided vehicle-based aircraft docking terminal provided in embodiment 3 of the present invention, and as shown in fig. 3, an unmanned guided vehicle-based aircraft docking terminal 8 of this embodiment includes: a processor 80, a readable storage medium 81, and a computer program 82 stored in the readable storage medium 81 and executable on the processor 80. The steps of the various method embodiments described above, such as steps 1 through 4 shown in fig. 1, are implemented when the processor 80 executes the computer program 82. Alternatively, the processor 80, when executing the computer program 82, performs the functions of the modules of the apparatus embodiments described above, such as the functions of the modules 100 through 400 shown in fig. 2.
By way of example, 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 perform the present invention. The one or more modules may be a series of computer program instruction segments capable of performing specific functions for describing the execution of the computer program 82 in the unmanned guided vehicle based aircraft docking terminal 8.
The unmanned guided vehicle based aircraft docking terminal 8 may include, but is not limited to, a processor 80, a readable storage medium 81. It will be appreciated by those skilled in the art that fig. 3 is merely an example of an unmanned guided vehicle based aircraft docking terminal 8 and is not intended to be limiting of the unmanned guided vehicle based aircraft docking terminal 8, and may include more or fewer components than shown, or may combine certain components, or different components, e.g., the unmanned guided vehicle based aircraft docking terminal may further include a power management module, an arithmetic processing module, an input/output device, a network access device, a bus, etc.
The processor 80 may be a central processing unit (Central Processing Unit, CPU), other general purpose processors, digital signal processors (Digital Signal Processor, DSP), application specific integrated circuits (Application Specific Integrated Circuit, ASIC), off-the-shelf programmable gate arrays (Field-Programmable Gate Array, FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, 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 unmanned guided vehicle based aircraft docking terminal 8, such as a hard disk or a memory of the unmanned guided vehicle based aircraft docking terminal 8. The readable storage medium 81 may be an external storage device of the unmanned aerial vehicle-based aircraft docking terminal 8, for example, a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash Card (Flash Card) or the like provided on the unmanned aerial vehicle-based aircraft docking terminal 8. Further, the readable storage medium 81 may also include both an internal storage unit and an external storage device of the unmanned guided vehicle based aircraft docking terminal 8. The readable storage medium 81 is used for storing the computer program and other programs and data required for the unmanned guided vehicle based aircraft docking terminal. 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-described division of the functional units and modules is illustrated, and in practical application, the above-described functional distribution may be performed by different functional units and modules according to needs, i.e. the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-described functions. The functional units and modules in the embodiment may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit, where the integrated units may be implemented in a form of hardware or a form of a 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 process of the units and modules in the above system may refer to the corresponding process in the foregoing method embodiment, which is not described herein again.
In the foregoing embodiments, the descriptions of the embodiments are emphasized, and in part, not described or illustrated in any particular embodiment, reference is made to the related descriptions of other embodiments.
Those of ordinary skill in the art will appreciate that the elements and method steps of the examples described in connection with the embodiments disclosed herein can be implemented as electronic hardware, or as a combination 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 solution. 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 manners. For example, the apparatus/terminal device embodiments described above are merely illustrative, e.g., the division of the modules or units is merely a logical function division, and there may be additional divisions in actual implementation, e.g., multiple units or components may be combined or integrated into another system, or some features may be omitted or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection via interfaces, devices or units, which may be in electrical, mechanical or other forms.
The units described as separate units may or may not be physically separate, and units shown 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 may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
In addition, each functional unit in the embodiments of the present invention may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.
The present invention is not limited to the details and embodiments described herein, and thus additional advantages and modifications may readily be made by those skilled in the art, without departing from the spirit and scope of the general concepts defined in the claims and the equivalents thereof, and the invention is not limited to the specific details, representative apparatus and illustrative examples shown and described herein.
Claims (9)
1. An aircraft docking method based on an unmanned guided vehicle is characterized by comprising the following steps:
step 1, receiving alternative receiver point position layout information generated by an upper computer according to the sliding safety level of a target airport;
step 2, acquiring port entering sliding information of a target aircraft at the target airport;
step 3, generating at least one target contact point corresponding to the target aircraft according to the alternative contact point layout information and the port entering taxi information;
step 4, distributing corresponding unmanned guide vehicles for at least one target aircraft point location so as to butt-joint the target aircraft through the unmanned guide vehicles;
the port entering taxiing information comprises a target stopping area number and a target rapid departure lane number of a target aircraft, and the step 3 specifically comprises the following steps: and inquiring a preset corresponding relation table, and acquiring at least one corresponding target aircraft receiving point position from the alternative aircraft receiving points according to the target shutdown area number and the target quick departure channel number of the target aircraft.
2. The unmanned guided vehicle-based aircraft docking method according to claim 1, wherein the host computer generates the corresponding alternative contact point location layout information according to the taxi security level of the target airport, and specifically comprises the following steps:
step 001, generating a taxi taking layout scheme of the target airport under the maximum number of taking off and landing flights on a day based on a clustering algorithm;
step 002, obtaining the sliding safety level of the target airport in the target time range, and generating a target guiding scheme corresponding to the sliding safety level from preset guiding schemes;
and step 003, generating alternative contact point position layout information of the target airport under the sliding safety level according to the contact layout scheme and the target guiding scheme.
3. The unmanned guided vehicle-based aircraft docking method of claim 2, wherein the docking layout scheme includes a number of tarmac zones of the target airport, a number, location and single area of waiting zones in which the unmanned guided vehicle is located, and a number, location and respective corresponding aircraft guidance directions of docking points provided per quick-exit lane.
4. An unmanned pilot vehicle-based aircraft interfacing method according to claim 3, wherein the number of waiting areas is identical to the number of the quick-release lanes, and the waiting areas are provided at positions corresponding to the ends of the quick-release lanes and close to the edges of the taxiways of the aircraft, each waiting area being provided with 1-5 unmanned pilot vehicles.
5. The unmanned pilot vehicle-based aircraft interfacing method according to any one of claims 1 to 4, wherein step 4 comprises the steps of:
s401, scheduling idle unmanned guided vehicles to corresponding waiting areas in advance;
s402, acquiring real-time sliding information of a target aircraft sent by an upper computer, and generating a first target aircraft point position corresponding to a quick departure channel from all target aircraft point positions after the target aircraft enters any quick departure channel;
s403, a first target waiting area which is nearest to the first target contact point and has at least one unmanned guide vehicle is obtained, any unmanned guide vehicle in the first target waiting area is controlled to run to the first target contact point to be in butt joint with a target aircraft, and the guide task of the target aircraft is completed.
6. The unmanned pilot vehicle-based aircraft interfacing method according to any one of claims 1 to 4, wherein step 4 comprises the steps of:
s405, scheduling idle unmanned guided vehicles to corresponding waiting areas in advance;
s406, acquiring landing information of the target aircraft sent by the upper computer, and controlling the unmanned guided vehicles in the waiting area to respectively run to corresponding target aircraft receiving points when the target aircraft lands on the runway, so that each target aircraft receiving point is parked with one unmanned guided vehicle;
s407, acquiring real-time sliding information of the target aircraft sent by the upper computer, and after the target aircraft enters any rapid departure lane, controlling the unmanned guide vehicles at the corresponding rapid departure lane to be in butt joint with the target aircraft, and controlling the unmanned guide vehicles at other target aircraft point positions to return to the corresponding waiting areas.
7. The method for docking an aircraft based on an unmanned pilot vehicle according to claim 5 or 6, wherein when there is only one idle unmanned pilot vehicle, the step 4 is specifically:
scheduling the only idle unmanned guided vehicle to a waiting area corresponding to a first rapid departure lane closest to an entrance of an airplane taxiway;
acquiring real-time sliding information of a target aircraft sent by an upper computer, judging whether the target aircraft enters the first quick-release road according to the real-time sliding information, and if so, controlling the unmanned guiding vehicle to travel to a target contact point position corresponding to the first quick-release road to finish the butt joint with the target aircraft; if not, controlling the unmanned guided vehicle to run to a waiting area or a target aircraft connection point corresponding to the next quick departure path in the plane sliding direction, and repeating the steps until the unmanned guided vehicle and the target aircraft are in butt joint.
8. A computer readable storage medium storing a computer program which, when executed by a processor, implements the unmanned guided vehicle-based aircraft docking method of any of the preceding claims 1-7.
9. An aircraft docking device based on an unmanned guided vehicle is characterized by comprising a receiving module, an obtaining module, a receiver point position generating module and a scheduling module,
the receiving module is used for receiving the alternative receiver point position layout information generated by the upper computer according to the sliding safety level of the target airport;
the acquisition module is used for acquiring the port entering sliding information of the target aircraft at the target airport, wherein the port entering sliding information comprises a target stopping area number and a target rapid departure lane number of the target aircraft;
the contact point position generating module is used for inquiring a preset corresponding relation table and acquiring at least one corresponding target contact point position from the alternative contact point positions according to the target stop area number and the target quick-release path number of the target aircraft;
the scheduling module is used for distributing corresponding unmanned guide vehicles for each target aircraft receiving point position in the at least one target aircraft receiving point position so as to butt-joint the target aircraft through the unmanned guide vehicles.
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