CN114291108B - 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 for an unmanned guided vehicle in the guiding process of an aircraft, wherein the method comprises the following steps: collecting historical guiding data of the unmanned guiding vehicle, and generating a safety personnel on-vehicle scheme of a subsequent aircraft guiding process according to the historical guiding data; when the historical guiding data meets the preset conditions, a safety cancellation instruction is generated, and the unmanned guiding vehicle is controlled to process the follow-up unmanned system faults by adopting a preset fault processing method. According to the invention, whether the follow-up guiding process needs the safety personnel to follow the car or not and which time range the safety personnel follow the car or not can be judged according to the historical guiding data in a period of time, so that the safety personnel can be reasonably scheduled, meanwhile, the unmanned system fault under the condition of the absence of the safety personnel is dealt with by adopting a safety controller or a remote control scheme, the safety and the intelligence of the unmanned guiding car in the guiding process of the aircraft are considered, and the application prospect of the unmanned guiding car 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 the guiding process of an aircraft.
Background
Along with the continuous maturity of new technologies such as 5G, AI, the internet of things, big data, the aviation industry is coming to intelligent transformation and is in a rapid development period, and the concept of an intelligent airport is provided. The intelligent airport is based on a digital large platform, integrates technologies such as AI, big data, ioT, video cloud, cloud computing and the like, and constructs a two-scene solution scheme of 'traveling one face' and 'running one map' around the three business fields of 'operation control, security protection and service' of the airport, so that passenger traveling experience and operation efficiency are greatly improved, and digital transformation construction of the airport is efficiently supported. The airport is characterized in that the airport is provided with a first-order object of intelligent airport, wherein the airport is provided with a first-order object, an airport control system and a second-order object, the first-order object is an intelligent airport, the first-order object is to develop the automatic driving of floor manager vehicles by utilizing the relatively closed area of the airport, an all-weather and intelligent unmanned vehicle automatic transportation system is adopted to replace the traditional transportation mode, and the efficient circulation of airport people, vehicles and objects is realized, wherein the important point is that the unmanned guided vehicle is adopted to replace the piloted guided vehicle to complete the port entering and leaving guiding task of the aircraft. In the prior art, when an unmanned guide vehicle is adopted to guide an aircraft in and out of a port, in order to ensure the safety of the guide, a safety member is usually arranged, at least in the stage of trial operation, not only is human resource wasted, but also the development goal of less unmanned apron is difficult to achieve.
Disclosure of Invention
The invention provides a safety control method and device for an unmanned guided vehicle in the guiding process of an aircraft, and solves the technical problems.
The technical scheme for solving the technical problems is as follows: a safety control method of an unmanned guided vehicle in the guiding process of an aircraft comprises the following steps:
step 1, collecting historical guiding data of the unmanned guiding vehicle for completing each guiding task, and generating a safety personnel on-vehicle scheme of a subsequent aircraft guiding process according to the historical guiding data;
And step 2, repeating the steps until the history guiding data meets the preset conditions, generating a safety cancellation instruction, and controlling the unmanned guiding vehicle to process unmanned system faults in the subsequent guiding process of the aircraft by adopting a preset fault processing method.
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 above-described method for controlling safety of an unmanned guided vehicle in an aircraft guiding process.
A third aspect of the embodiments of the present invention provides a safety control terminal for an unmanned guided vehicle in an aircraft guiding process, including the computer readable storage medium and a processor, where the processor implements the steps of the safety control method for an unmanned guided vehicle in an aircraft guiding process when executing a computer program on the computer readable storage medium.
A fourth aspect of the embodiment of the present invention provides a safety control device for an unmanned guided vehicle in an aircraft guiding process, including a safety dispatch module and a fault handling module:
The safety personnel scheduling module is used for collecting historical guiding data of the unmanned guiding vehicle for completing each guiding task and generating a safety personnel onboard scheme of a subsequent aircraft guiding process according to the historical guiding data;
And the fault processing module is used for generating a safety cancellation instruction when the historical guiding data meets preset conditions, and controlling the unmanned guiding vehicle to process unmanned system faults in the subsequent guiding process of the aircraft by adopting a preset fault processing method.
The beneficial effects are 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 follow-up guiding process needs a safety person to carry out vehicle-following and in which time range the safety person carries out vehicle-following according to historical guiding data in a period of time, so that the safety person is reasonably scheduled, meanwhile, an independent safety controller or a remote control scheme is adopted to deal with unmanned system faults under the condition of vacant safety person, 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.
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 flow chart of a safety control method of an unmanned guided vehicle in the guiding process of an aircraft provided in embodiment 1;
fig. 2 is a schematic structural view of a safety control device of an unmanned guided vehicle in the guiding process of an aircraft provided in embodiment 2;
fig. 3 is a schematic structural view of a safety control terminal of an unmanned guided vehicle in the guiding process of an aircraft 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.
Unmanned aircraft ground taxi guided vehicles, simply referred to as unmanned guided vehicles or unmanned guided vehicles. In the prior art, when the unmanned guided vehicle is actually used in an airport, a test operation period exists, namely a test period, in 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 period of time such as one year, each guiding process of each unmanned guided vehicle is provided with a safety person, and under the conditions that the automatic guiding process of the unmanned guided vehicle is too fast or too slow and the driving path is unequal, the unmanned guided vehicle is manually taken over by a safety person, and after the guiding process is completed, the fault cause is analyzed and solved, so that the number of times of manual taking over is gradually reduced. If the unmanned guide vehicle can well complete the guide task without any take-over action after one year, the safety officer can be canceled, and the unmanned guide system can be completely used. However, in this year, each guiding process of each unmanned guiding vehicle needs a safety person to carry on the vehicle, and great waste of manpower exists, and the requirements of intelligent airports are not met.
Fig. 1 is a flow chart of a safety control method of an unmanned guided vehicle in the guiding process of an aircraft provided in embodiment 1, and in this embodiment, the safety control method is applied to an unmanned vehicle dispatching system of an airport. As shown in fig. 1, the method comprises the steps of:
step 1, an unmanned vehicle dispatching system collects historical guiding data of each guiding task in a period of time, such as a week or a month, of completion of any unmanned guiding vehicle, and generates a safety personnel on-vehicle scheme of a subsequent aircraft guiding process according to the historical guiding data.
In this embodiment, the history guidance data includes manual driving data and automatic driving data with successively lower evaluation weights. In a preferred embodiment, the manual driving data includes the number of manual brakes, the number of manual operations on the steering wheel and/or the number of manual accelerations, for example, when the unmanned guiding vehicle is too far from the guided aircraft or dangerous situations such as too close to the obstacle occur, the safety personnel can avoid by stepping on the brakes, so as to count the number of manual brakes; when the unmanned guide vehicle deviates from the guide path and the like, a safety person can avoid by operating the steering wheel, so that the number of times of manually operating the steering wheel is counted; when the unmanned guided vehicle is too close to the guided airplane or no obstacle exists in front of the unmanned guided vehicle but the running speed is too slow, the safety personnel can accelerate by stepping on the accelerator, so that the number of times of manual acceleration is counted. In specific practice, the above manual driving data may be acquired by a variety of detection devices such as GNSS devices, torque sensors, and the like provided on the unmanned guided vehicle.
The GNSS (Global Navigation SATELLITE SYSTEM), the global navigation satellite system, locates by using the pseudorange, ephemeris, satellite time of transmission etc. of a set of satellites, and the user clock error must be known. Global navigation satellite systems are space-based radio navigation positioning systems that can provide all-weather 3-dimensional coordinates and velocity and time information to a user at any location on the surface of the earth or 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 systems in china, and related augmentation systems, such as WAAS (wide area augmentation system) in the united states, EGNOS (geostationary navigation overlay system) in europe, and MSAS (multi-function transport satellite augmentation system) in japan, among others, as well as other satellite navigation systems under construction and to be later constructed. The international GNSS system is a complex combination of multiple systems, multi-level, multi-mode systems.
In this embodiment, the autopilot data includes a guiding speed, a sudden braking frequency, a guiding distance from the aircraft, and/or an obstacle braking distance, and these data may also be obtained by a detecting device such as a GNSS device, a laser radar, an infrared sensor, etc. disposed on the unmanned guided vehicle, so that the guiding process in the time range is evaluated according to the above manual driving data and autopilot data.
In another embodiment, the historical guidance data further includes security status data with minimum evaluation weight, the security status data including video, image and/or physiological status parameters of the security on the unmanned guided vehicle, the physiological status parameters including heart rate data, body temperature data and/or brain wave data, etc. Generally, 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 situations, the more relaxed the expression and body actions of the safety personnel are, and the more normal the heart rate/body temperature/brain waves are, so that the actual riding experience of the safety personnel in the automatic guiding process of the unmanned guided vehicle is reflected through the data, and the more prepared automatic guiding evaluation result is further helped.
In a preferred embodiment, the manual driving data and the automatic driving data may be compared with the safety state data of the corresponding time frame, so as to filter error data in the manual driving data and the automatic driving data, and further improve accuracy of the evaluation result.
In an optional embodiment, the unmanned vehicle dispatching system evaluates the guiding process corresponding to the time period according to the historical guiding data of the preset time range to generate an evaluation result, wherein the evaluation result comprises average switching times and average guiding scores, and then generates a safety personnel on-board scheme of the subsequent guiding process according to the evaluation result. The method specifically comprises the following steps:
S101, calculating the average switching times of the automatic driving system to the manual driving system in the history guiding process of the aircraft within a preset time range, such as within a week, a half month or a month, according to the manual driving data. Specifically, the actions formed by continuous manual braking, manual operation of the steering wheel and/or manual stepping of the accelerator in a short time can be combined into one-time automatic driving to manual driving switching, and the manual driving data are analyzed, so that the total number of times of automatic driving switching to manual driving in all guiding processes in a preset time range is calculated. Or collecting switching signals of the automatic driving system and the manual driving system, so as to obtain the total number of times of switching from automatic driving to manual driving in the whole guiding process, and dividing the total number of guiding tasks to generate the average switching times.
And then executing S102, and calculating the average guidance score of the history guidance process of the aircraft within a preset time range according to the autopilot data and/or the safety state data. In a specific embodiment, the guidance score of each guidance process may be calculated by using autopilot data or safety state data alone, or the guidance score of each guidance process may be calculated by combining autopilot data and safety state data, so as to obtain an average guidance score of all guidance processes. The specific calculation method can calculate through table lookup or through a preset calculation model, when the table lookup and the calculation are combined, different calculation weights are set for the automatic driving data and the safety state data, and the calculation weight of the automatic driving data is larger than that of the safety state data, so that a more reasonable calculation result is obtained.
And then executing S103, and respectively distributing corresponding security personnel for all subsequent guiding tasks of the unmanned guiding vehicle when the average switching times are greater than or equal to a first preset value. When the average switching times is greater than or equal to a first preset value, the unmanned guiding vehicle is easy to break down in the automatic guiding process, more places need to be debugged by the break down are indicated, and therefore the unmanned guiding vehicle can be frequently switched to a manual driving system, and in order to ensure the guiding efficiency and the safety, a safety officer is temporarily unsuitable to cancel in the subsequent guiding process.
And when the average switching times is smaller than or equal to a second preset value, generating a safety cancellation instruction corresponding to the unmanned guided vehicle. The second preset value is set smaller, and when the average switching frequency is smaller than or equal to the second preset value, the unmanned guiding vehicle is proved to have very few faults in the automatic guiding process, for example, the unmanned guiding vehicle only has 1 time in half a year or 1 year, so that the unmanned guiding vehicle is debugged to be more successful, and a safety guard can be cancelled in the subsequent guiding process.
When the average switching times are insufficient to achieve the conditions of canceling the safety, the unmanned guided vehicle is indicated to have few faults in the automatic guiding process, but still has a certain probability, so that the unmanned guided vehicle is not suitable for canceling the safety directly in time for ensuring the safety, the safety is not required to be configured in each guiding process, a corresponding scheme of the safety on-vehicle can be generated according to the average guiding score, and at the moment, the higher the average guiding score, the lower the on-vehicle frequency of the safety is, namely, the safety can be set only in a period with a plurality of dangers such as higher airport landing flow, worse weather conditions or lower comprehensive guiding score. Specifically, when the average switching frequency is smaller than a first preset value and larger than a second preset value (the first preset value is larger than the second preset value), generating a safety personnel on-board scheme corresponding to the unmanned guided vehicle according to the average guiding score, wherein the safety personnel on-board scheme specifically comprises the following steps:
s1031, generating corresponding safety personnel onboard frequency according to the value range of the average guidance score, for example, the number of times of safety personnel onboard in the guidance process of one day or one night of an unmanned guidance vehicle.
S1032, calculating a composite 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 by the composite score.
S1033, generating a ranking table according to the composite 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 composite score. Specifically, for example, an unmanned guided vehicle guides 20 aircraft into and out of port a day, and a composite score for each guidance process is calculated. And then, carrying out primary segmentation on the whole duration, and obtaining the guide tasks and the corresponding comprehensive scores contained in each time period, so as to calculate and obtain the average comprehensive scores corresponding to the time period. And then, aggregating adjacent time periods with the average comprehensive scores being closer to each other, and forming a sorting table, wherein the sorting table comprises a plurality of time periods with the average comprehensive scores sequentially from small to large or sequentially from large to small. The initial time segmentation of the aggregation process may be in a minimum time segment segmentation manner, i.e. each time segment contains only one boot task, or in a random segmentation manner.
S1034, inquiring the ranking table, generating a plurality of target time periods requiring the safety personnel to follow the vehicles according to the safety personnel follow-up frequency, wherein the target time periods are time periods with low average comprehensive scores in the ranking table, and distributing corresponding safety personnel for each target time period.
Of course, the above-mentioned safety schedule scheme is dynamically adjusted, after cancelling the safety or reducing the number of times of the safety, if the unmanned guided vehicle has a new automatic driving fault condition, the safety schedule scheme can be automatically updated according to the above-mentioned scheme.
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 provides a safety control method of an unmanned guided vehicle in an aircraft guiding process, which can judge whether a follow-up guiding process needs a safety person to carry out vehicle-mounted and in which time range the safety person carries out vehicle-mounted according to historical guiding data in a period of time, so that the safety person is reasonably scheduled, meanwhile, an independent safety controller or a remote control scheme is adopted to deal with unmanned system faults under the condition of vacant space of the safety person, safety and intelligence of the unmanned guided vehicle in the airport aircraft guiding process are considered, and application prospect of the unmanned guided vehicle in an intelligent airport is improved.
The embodiment of the invention also provides a computer readable storage medium which stores a computer program, wherein the computer program realizes the safety control method of the unmanned guided vehicle in the guiding process of the aircraft when being executed by a processor.
Fig. 2 is a schematic structural view of a safety control device for an unmanned guided vehicle in the guiding process of an aircraft provided in embodiment 2, as shown in fig. 2, including a safety dispatch module 100 and a fault handling module 200,
The safety-person scheduling module 100 is configured to collect historical guiding data of the unmanned guiding vehicle for completing each guiding task, and generate a safety-person on-vehicle scheme of a subsequent aircraft guiding process according to the historical guiding data;
The fault processing module 200 is configured to generate a safety cancellation instruction when the historical guiding data meets a preset condition, and control the unmanned guiding vehicle to process the unmanned system fault in the subsequent guiding process of the aircraft by adopting 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 at 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 fails, and moving the unmanned guide vehicle to the outside of the road;
the remote controller is used for receiving a remote control instruction of the tower, so that the unmanned guided vehicle can be moved to the outside of the road through the remote control instruction.
In a preferred embodiment, the historical guiding data comprises manual driving data, automatic driving data and safety state data with sequentially reduced evaluation weights, wherein the manual driving data comprises the number of manual braking, the number of manual steering wheel operation and/or the number of manual acceleration; the autopilot data includes a guidance speed, a guidance distance from the aircraft, and/or an obstacle braking distance; the security status data includes video, images, and/or physiological status parameters of the security personnel on the unmanned lead vehicle.
In a preferred embodiment, the security personnel scheduling module 100 specifically includes:
A first calculating unit 101, configured to calculate, according to the manual driving data, an average number of times of switching from the autopilot system to the manual driving system in a history guidance process of the aircraft within a preset time range;
A second calculating unit 102, configured to calculate an average guidance score of an aircraft history guidance procedure within a preset time range according to the autopilot data and/or the safety state data;
A scheduling unit 103, configured to allocate corresponding security personnel to all subsequent guidance tasks of the unmanned guidance vehicle when the average switching frequency is greater than or equal to a first preset value; and/or generating a safety personnel on-vehicle 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 cancellation instruction corresponding to the unmanned guided vehicle when the average switching times are smaller than or equal to a second preset value.
In a preferred embodiment, the scheduling unit 103 further comprises:
The first query unit 1031 is configured to generate a corresponding onboard frequency of the security guard according to a value range where the average guidance score is located;
A third calculation unit 1032 for calculating a composite score of each aircraft guiding process according to the guiding score and the switching times of each aircraft guiding process;
An aggregation unit 1033, configured to generate a ranking table according to the composite score of each aircraft guiding 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 ranking table, generate a plurality of target time periods that require the safety personnel to follow the vehicle according to the frequency of the safety personnel following the vehicle, and allocate a corresponding safety personnel to each target time period.
The above embodiment provides a safety control device of unmanned guided vehicle in aircraft guiding process, can judge whether follow-up guiding process needs the safety personnel to follow-up and the safety personnel to follow-up in which time frame according to the historical guiding data in a period of time to carry out reasonable dispatch to the safety personnel, adopt independent safety controller or remote control scheme to deal with unmanned system trouble under the safety personnel vacancy condition simultaneously, compromise unmanned guided vehicle's security and the intelligence in airport aircraft guiding process, improved unmanned guided vehicle's application prospect 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 guiding process provided in 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 guiding process of the 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 2 shown in fig. 1, are implemented when the processor 80 executes the computer program 82. Or 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 100-200 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 safety control terminal 8 of an unmanned guided vehicle during the aircraft guiding process.
The safety control terminal 8 of the unmanned guided vehicle during the guiding of the aircraft 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 the safety control terminal 8 of the unmanned guided vehicle during the guiding of the aircraft, and does not constitute a limitation of the safety control terminal 8 of the unmanned guided vehicle during the guiding of the aircraft, and may include more or less components than those illustrated, or may combine some components, or different components, for example, the safety control terminal of the unmanned guided vehicle during the guiding of the aircraft may further include a power management module, an operation processing module, an input-output device, a network access device, a bus, and the like.
The Processor 80 may be a central processing unit (Central Processing Unit, CPU), other general purpose Processor, digital signal Processor (DIGITAL SIGNAL Processor, DSP), application SPECIFIC INTEGRATED Circuit (ASIC), off-the-shelf Programmable gate array (Field-Programmable GATE ARRAY, FPGA) or other Programmable logic device, discrete gate or transistor logic device, 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 safety control terminal 8 of the unmanned guided vehicle during the guiding of the aircraft, for example a hard disk or a memory of the safety control terminal 8 of the unmanned guided vehicle during the guiding of the aircraft. The readable storage medium 81 may be an external storage device of the security control terminal 8 of the unmanned vehicle during the guiding process of the aircraft, for example, a plug-in hard disk, a smart memory card (SMART MEDIA CARD, SMC), a Secure Digital (SD) card, a flash memory card (FLASH CARD) or the like, which are provided on the security control terminal 8 of the unmanned vehicle during the guiding process of the aircraft. 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 guiding of the aircraft. The readable storage medium 81 is used for storing the computer program and other programs and data required by the safety control terminal of the unmanned guided vehicle during the guiding 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-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, the specific names of the functional units and modules are only for 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. The safety control method of the unmanned guided vehicle in the guiding process of the aircraft is characterized by comprising the following steps of:
step 1, collecting historical guiding data of the unmanned guiding vehicle for completing each guiding task, and generating a safety personnel on-vehicle scheme of a subsequent aircraft guiding process according to the historical guiding data;
Step 2, repeating the steps until the history guiding data meets the preset conditions, generating a safety cancellation instruction, and controlling the unmanned guiding vehicle to process unmanned system faults in the subsequent guiding process of the aircraft by adopting a preset fault processing method;
The history guiding data comprises manual driving data, automatic driving data and safety personnel state data with sequentially reduced evaluation weights, and the safety personnel on-board scheme for generating the subsequent aircraft guiding process according to the history guiding data comprises the following steps:
s101, calculating average switching times of switching an automatic pilot system to a manual pilot system in the history guidance process of the aircraft within a preset time range according to the manual pilot data;
S102, calculating average guidance scores of the history guidance process of the aircraft within a preset time range according to the autopilot data and/or the safety state data;
S103, when the average switching times is greater than or equal to a first preset value, respectively distributing corresponding safety officers for all subsequent guiding tasks of the unmanned guiding vehicle;
When the average switching times are smaller than a first preset value and larger than a second preset value, generating a safety personnel on-vehicle scheme corresponding to the unmanned guided vehicle according to the average guiding score;
And when the average switching times is smaller than or equal to a second preset value, generating a safety cancellation instruction corresponding to the unmanned guided vehicle.
2. The method for controlling safety of an unmanned guided vehicle during guiding of an aircraft according to claim 1, wherein the preset fault handling method is as follows:
Monitoring the control state of an upper computer through a safety controller with an independent bottom layer, stopping receiving a command of the upper computer when judging that an unmanned system fault occurs, and moving the unmanned guide vehicle to the outer side of a road through the safety controller;
and/or receiving a remote control instruction of the tower through a remote controller so as to move the unmanned guided vehicle to the outside of the road through the remote control instruction.
3. The method for safety control of an unmanned guided vehicle during guiding of an aircraft according to claim 1 or 2, wherein the manual driving data comprises a number of manual brakes, a number of manual steering wheels and/or a number of manual accelerations;
The autopilot data includes a pilot speed, a pilot distance from the aircraft, and/or an obstacle braking distance.
4. A method of safety control of an unmanned guided vehicle during guidance of an aircraft according to claim 3, wherein the security status data comprises video, images and/or physiological status parameters of a security person on the unmanned guided vehicle, the physiological status parameters comprising heart rate data, body temperature data and/or brain wave data.
5. The method of claim 4, wherein generating a corresponding security on-board solution based on the average guidance score comprises:
S1031, generating corresponding safety personnel onboard frequency according to the value range of the average guidance score;
S1032, calculating the 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 scores 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 average comprehensive scores;
S1034, inquiring the sorting table, generating a plurality of target time periods requiring the safety personnel to follow the vehicle according to the safety personnel follow-up frequency, and distributing corresponding safety personnel for each target time period.
6. The safety control device of the unmanned guided vehicle in the guiding process of the aircraft is characterized by comprising a safety dispatching module and a fault processing module:
The safety personnel scheduling module is used for collecting historical guiding data of the unmanned guiding vehicle for completing each guiding task and generating a safety personnel onboard scheme of a subsequent aircraft guiding process according to the historical guiding data; the history guidance data comprises manual driving data, automatic driving data and safety state data with sequentially reduced evaluation weights;
The fault processing module is used for generating a safety cancellation instruction when the historical guiding data meet preset conditions, and controlling the unmanned guiding vehicle to process unmanned system faults in the subsequent guiding process of the aircraft by adopting a preset fault processing method;
The security personnel scheduling module specifically comprises:
The first calculation unit is used for calculating the average switching times of the automatic driving system to the manual driving system in the history guidance process of the aircraft within a preset time range according to the manual driving data;
The second calculation unit is used for calculating the average guidance score of the history guidance process of the aircraft within a preset time range according to the autopilot data and/or the safety state data;
The scheduling unit is used for distributing corresponding safety personnel to all subsequent guiding tasks of the unmanned guiding vehicle when the average switching times are larger than or equal to a first preset value; and/or generating a safety personnel on-vehicle 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 cancellation instruction corresponding to the unmanned guided vehicle when the average switching times are smaller than or equal to a second preset value.
7. The safety control device for an unmanned pilot vehicle during guiding of an aircraft according to claim 6, wherein the unmanned pilot vehicle comprises a safety controller and a remote controller which are independently provided at 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 fails, and moving the unmanned guide vehicle to the outside of the road;
the remote controller is used for receiving a remote control instruction of the tower, so that the unmanned guided vehicle can be moved to the outside of the road through the remote control instruction.
8. A computer readable storage medium storing a computer program which, when executed by a processor, implements a method of safety control of an unmanned guided vehicle in an aircraft guidance process according to any one of claims 1 to 5.
9. A safety control terminal for an unmanned guided vehicle during guiding an aircraft, comprising a computer readable storage medium and a processor, said processor implementing the steps of the safety control method for an unmanned guided vehicle during guiding an aircraft according to any one of the preceding claims 1-5 when executing a computer program on said computer readable storage medium.
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