Classifications

• • G—PHYSICS
  • G06—COMPUTING; CALCULATING OR COUNTING
  • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
  • G06Q10/00—Administration; Management
  • G06Q10/08—Logistics, e.g. warehousing, loading or distribution; Inventory or stock management
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
  • B64F1/00—Ground or aircraft-carrier-deck installations
  • B64F1/36—Other airport installations
  • B64F1/368—Arrangements or installations for routing, distributing or loading baggage

Definitions

• the present invention relates to a method and a fully automated baggage management system at an airport site.
• the problem of baggage management poses many issues related to security checks, storage, sorting and routing of baggage between check-in areas, when they are dropped by passengers, and doors. embarkation and the carriage of luggage in transit or on arrival.
• the invention relates to an automated baggage management facility in an airport site for the assumption and delivery of said baggage, said baggage being conveyed along paths from a point of collection at a delivery point, the facility being such that the transport of baggage is carried out by means of a fleet of autonomous autonomous vehicles each equipped with a rechargeable autonomous energy source and an electronic unit for processing and control equipped with means of communication with a fleet management system integrating all the autonomous autonomous vehicles of the site.
• Each automated autonomous vehicle is able, in such an installation, to locate in the site and follow a route selected by the fleet management system. It is also in charge of its own security through embedded programs that manage its route and its position relative to the real context proposed by the site, mainly related to the configuration of places and current traffic.
• the electronic control system for processing and control of each autonomous autonomous vehicle, and more particularly a navigation system of this unit comprises for this purpose first means for absolute position determination of the vehicle based on transponders placed in the site, second odometric measuring means operating on the basis of sensors located on the vehicle and third means for inertial measurement of displacement.
• the site is equipped with a network of transponders regularly arranged according to a geometrical grid, each automated autonomous vehicle comprising at least two transmitting / receiving antennas able to communicate with the transponders of the site, the transponders and the antennas being connected the first means for absolute determination of the position of the vehicle.
• This determination can be made on the basis of RFID technologies, or using IR radiation etc.
• a measurement of their relative positions is made by at least one of the antennas, preferably by the two antennas, which can be located at the front and rear of the vehicle frame.
• a reading of the identifier of the transponder and its position is performed.
• the reading of information relating to two transponders makes it possible to calculate the absolute position in the site and update it in the system, and reading the data of a single transponder gives information on a variation of position with respect to said transponder.
• Said transponders preferably operate at a low frequency, for example of the order of 134.2 kHz. Still preferably, they do not contain an internal power source, so that if properly installed, they do not require any maintenance.
• each transponder transmits data characterizing it in a unique way.
• the absolute position calculated by means of the transponders is updated 25 times per second in the navigation system of each autonomous autonomous vehicle.
• each automated autonomous vehicle comprises at least two bidirectional rotating axles comprising angular encoding means of the wheels and means for angular coding of the rotary movements of the axles, said coding means being connected to the second means for determining the estimated relative position of the vehicle.
• They can be incremental encoders, angle encoders etc.
• the measurement of the individual speed of each wheel and the position of the axis of the axle allows the calculation of the speed of the vehicle and that of its angular velocity, according to the kinematic model of the vehicle.
• a check of the consistency of the calculations is performed to check whether there has been slippage or skidding at a wheel or more generally the vehicle, especially when weather conditions are bad.
• each automated autonomous vehicle comprises means for inertial measurement of the yaw rate, roll and pitch angles and means for measuring the acceleration on the three yaw axes. , roll and pitch, connected to the third means for determining the estimated relative position of the vehicle.
• vehicle position determination means are part of a navigation system of the electronic unit for processing and controlling the vehicle.
• These inertial means more precisely comprise 3 gyrometers for measurements along the three axes x, y and z, and three accelerometers for measurements along the same axes. All these measurements must make it possible to obtain the yaw rate, the angles of roll and pitch and the accelerations along the three aforementioned axes, in order to have control over the movement of the vehicle and any incidents of displacement such as slipping and skating. , or shocks. These measures therefore have a direct impact on the safety checks carried out at all times on board each vehicle.
• the positioning means finally give the current position of the vehicle by its x, y coordinates and its yaw angle, by combining the relative positional information and absolute provided by the three aforementioned means.
• the system calculates a new position. This is updated continuously, typically every 20 ms, even during the movement between two transponders, using inertial measurements and angular position sensors. Vehicle positions as calculated are stored, ready for reuse, when vehicles are paused or stopped.
• each autonomous autonomous vehicle During each of its journeys, each autonomous autonomous vehicle must fit into the traffic and manage any unforeseen obstacles. It therefore comprises anti-collision means.
• each vehicle is equipped, at the front and at the rear, with a rotating turret equipped with a permanent scanning laser scanner of at least 190 ° and a range of at least 80 m whose radiation is able to cooperate in particular with reflective targets placed at predetermined locations of the airport site, or to detect obstacles.
• these devices can also be used for the positioning and guidance of the vehicle, in addition to or in place of what has been previously described, using the information obtained after reflection of the beam and triangulation algorithms.
• these devices can be used for approaches to the loading / unloading docks, at the time of the corresponding operations, the number and frequency of which make it an essential part of the operation of the installation.
• a vehicle also equipped with a platform that can also be adjusted in height, approaches a dock to tranship luggage, it is necessary that the guidance of the approach is accurate.
• the laser devices mentioned above in cooperation with targets distributed at judiciously selected locations of the wharf, allow this approach and the stopping of the vehicle against the wharf, preceding the start of the loading / unloading operations of the standard containers used to carry individual luggage.
• the fleet management system Prior to the individualized vehicle management, for the intelligent management of the entire site, the fleet management system includes a path or route selection module for each autonomous autonomous vehicle and a module for controlling traffic on the site. the site, compiling the data sent by all automated autonomous vehicles in action. This system is responsible for providing each vehicle with the best possible route according to the circumstances and the context of the moment.
• Each vehicle sends periodically, via the local network to which it is permanently connected, its position, speed and destination.
• Fleet management system algorithms determine at every moment the best route, respecting:
• the roads consist in practice of segments that together form the path of the vehicle.
• Speed constraints can also be associated with segments to ensure the safety of segments to travel, especially in specific areas including for example tight turns.
• Each autonomous autonomous vehicle is therefore equipped with a navigation system comprising principally:
• This navigation system uses the positions calculated by the positioning module according to the aforementioned means to determine the speed and angle commands to be applied to the engines to follow the route given by the fleet management system, remaining within the limits. technical and safety applied to the actuators.
• the commands to be sent are calculated by direct and feedback algorithms to permanently "stick" with the theoretical path.
• the navigation system keeps the fleet management system informed of the segments already traveled, to clear the way for other vehicles.
• the vehicle adjusts its speed to never exceed the maximum speed allowed on the selected segment.
• the maximum values of acceleration / deceleration are defined in the vehicle parameters and controlled by the driving control module.
• the steering control module is responsible for transmitting the directional signals to the torque control, and then controlling the angle given to the vehicle using the data of the driving and steering encoders, which operate with a closed control loop. . It is also one of the modules in charge of security aspects, since it knows and manages certain limits of the vehicle, in terms of equipment and safety limits. In the event of a problem, alarms are sent by the vehicle's electronic processing and control unit to the central fleet management system.
• the sensors and control valves are doubled anyway to ensure maximum safety in the event of a component failure.
• the encoders constantly send data on their current status, error codes, steering angles, detected divergences, etc.
• the steering control module translates speed commands into intelligible torque and speed data for programs and actuators, and also works in a closed loop. It checks the actual speed obtained and allows the navigation system to benefit from a form of redundancy by controlling the steering and drive encoders.
• the navigation module includes a trajectory tracking submodule connected to the positioning module. and to the configuration module, a navigation sub-module connected to the path / route selection module of the fleet management system, and a crossing sub-module connected to the traffic control module also implemented in the management system. of the fleet.
• the positioning module comprises structurally, according to the functional configuration presented above, an odometry sub-module, a submodule of communication with transponders and a sub-module connected to the inertial measurement means, said sub-modules being connected to a sub-module for the joint processing of their data.
• At least the part of the airport site in which automated autonomous vehicles circulate is surrounded by fences and cut into work areas, maintenance areas, test areas and change stations and recharging batteries.
• the local network comprises at least two independently powered access points per work area, all the access points being arranged in a mesh network, it is ie interconnected. As a result, network reliability is maximized. All access points are designed to deliver a maximum strength signal even when outdoor conditions are difficult.
• the operation of the network is based on the 802.11 ⁇ standard allowing high data rates on each of the usable frequency bands (2.4 GHz and 5 GHz). Dots can also transmit wireless data according to 802. lla / b / g / h standards with the 802.111 security protocol to connect to other equipment such as control monitors, maintenance computers, local control of truck type vehicles, various graphic interfaces etc.
• coverage is optimized by the choice of number and location of access points, which is highly dependent on site configuration and potential environmental disruption.
• redundancy is ensured, in particular by ensuring that each work area is covered by at least two access points, each of them being otherwise able to connect in the network to replace if necessary a weak wired connection between the access points.
• the system is also designed to ensure that it is always the strongest signal that is exploited.
• Vehicle modems and access points operate in Multiple Inputs Multiple Outputs (MIMOs) to ensure the elimination of signal fading phenomena and to suppress silence zones and coverage holes.
• MIMOs Multiple Inputs Multiple Outputs
• the necessary antennas are placed on the vehicles so as to optimize the signals independently of the position of the vehicle and that of the luggage containers on said vehicles.
• Each vehicle comprises, according to the invention, an electronic security module, therefore only dedicated to the safe aspects of operation.
• each vehicle When a failure is detected, to ensure maximum reliability for the entire installation, each vehicle is able to cancel its mission and if possible to reach the nearest maintenance area, so as to reduce as much as possible disturbances of traffic on the site. This is possible thanks to the redundancy of materials, components etc. provided on each vehicle, which are managed by the on-board programs.
• the vehicle signals it to the fleet management system that cancels the mission, then the electronic unit for processing and controlling the vehicle, in other words terms its own embedded programs, attempts to reconfigure the operation so that it can continue to work with functional components. In this case, it is avoided to stop all the traffic since the vehicle is able to go to the maintenance zone by its own means.
• the purpose of the on-board safety system is to carry out an emergency stop of the vehicle if necessary. Manual support is then put in place, or even a tow.
• the working areas and the maintenance areas are separated by at least one airlock with two opening / closing means that can not be actuated simultaneously.
• Work areas are controlled and access restricted, via doors managed by an access control system. Only authorized persons can enter, and only to the extent that the doors can be opened, which depends on specific conditions. Thus, the doors are open only when a work area is "blocked", that is to say when all the vehicles that circulate there are stopped. In this case, security is provided for the workers, who are all trained and have accreditation.
• the airlock is alternately part of the maintenance area or the work area, depending on the opening of its doors, but never both simultaneously. Filtering between these areas is therefore absolute.
• test areas that allow for test and endurance operations on vehicles. These include one or more docking stations for testing according to specific protocols before sending the vehicle to the work areas for regular and normal operation.
• Each test zone includes a test and calibration track used in particular after the maintenance phases on the equipment, the test phases involving movement control, positioning and navigation operations.
• the safety devices on the vehicles include, in particular, emergency stop buttons, restart buttons, and shocks, remote control devices that work with a remote control able to take control of the vehicle in case of a problem, so that an operator can convey it to a maintenance area.
• the installation also includes local control stations that take the form of touch screens to obtain remote, comprehensive or detailed information on the status of each vehicle. These screens make it possible in particular to manage the problems encountered by the vehicle, by access to automatic or semi-automatic maintenance routines. Managed information includes the current location of vehicles, instantaneous information about navigation, the quality of signals transmitted, the current operating mode (manual, automatic, pause ..) etc.
• the safety commands can be activated in any mode, and must be able to be engaged both in automatic mode and in manual mode. Parking brakes can replace the brakes of the engines, in case of malfunction of the latter.
• the fleet management system may emit a global emergency stop signal from the fleet. This can be automatic, following a detected event, or controlled by an operator, for a specific reason (too bad weather) All vehicles must then be restarted manually. Such a signal can for example be sent following an intrusion on the site. Similarly, the maximum speed of vehicles can be lowered for the entire fleet (degraded weather conditions, slippery roads, etc.).
• a stop command can also be issued for a single vehicle, which then terminates the initiated segment and stores the path data in memory. Terminating the opened segment allows in principle to put it in a more neutral position in terms of security.
• the invention also relates to a method, which therefore applies to the automated management of baggage in an airport site for the assumption and shipment of said baggage respectively from or to aircraft and from or to persons in charge of luggage.
• baggage is transported along paths from a collection point to a delivery point by means of a fleet of autonomous guided autonomous vehicles each with a source of energy.
• Autonomous rechargeable and electronic processing unit and control These routes are optimized and controlled by a fleet management system capable of communicating with the electronic processing and control system via at least one secure local network.
• the process is characterized by:
• each baggage unloaded from an aircraft at a loading / unloading station for recovery by a person is:
• the intermediate station is the one that is closest to the loading / unloading station.
• each piece of baggage collected at a passenger terminal is:
• each baggage unloaded from an aircraft in a loading / unloading station to be transferred to another aircraft is: - recognized as placed in a standardized container dedicated to luggage transfer to other flights;
• the fleet management system controls the charge of the rechargeable autonomous energy source at the time of the assignment of an automated autonomous vehicle to a path section and selects the distance of said section according to load level or send the vehicle to a fast charging station at the airport site.
• the fleet management system continuously manages data coming from the positioning means of each vehicle, calculating at a predetermined frequency the position of each autonomous autonomous vehicle by combining absolute position determination means. with means for relative determination of said position.
• each automated autonomous vehicle periodically sends the fleet management system its position, speed and destination so that the central fleet management system can have precise control of each vehicle at any time.
• This general and absolute control also includes the management of vehicle breakdowns, which obviously has an impact on the management of the fleet at a time t, since it is necessary to replace the defective vehicle.
• the electronic system for the treatment and control of each vehicle Autonomous autonomous, when it detects a defective element on the vehicle, sends a message to the fleet management system that cancels the mission, then reconfigures the operation of the vehicle without the defective element and directs it to a maintenance area or, in the absence of possible reconfiguration, requires manual assistance by an operator or towing.
• FIG. 1 is a schematic view of an airport installation part according to the invention
• FIG. 2 represents an enlarged part of FIG.
• FIG. 3 contains a further enlargement of a portion of FIG. 2;
• FIG. 4 schematically shows the architecture of an automated autonomous vehicle
• FIG. 5 illustrates the operation of a charge transfer zone from or to a vehicle
• FIG. 8 shows an example of architecture for the navigation system
• FIG. 9 shows a portion of the site including security divisions in several areas performing different functions.
• the airport installation portion of the invention comprises a terminal T and a number, in this case 4, of intermediate stations SU to SI4 located between roundabouts R1 to R6, in the vicinity of which STi loading / unloading stations are arranged. All trips made to the site are segmented between any collection point and any delivery point in two segments to be realized by automated autonomous vehicle. This is shown in FIG. 1, on the basis of an example, between the terminal T where the passenger has left his baggage and an unloading station STi for the purpose of transferring the baggage into the aircraft, a journey that takes place made in two segments W1 and W2 with an intermediate stop in the intermediate station SI3.
• the baggage is grouped by destination (intermediate station SI) and placed, according to a non-limiting possibility of the invention, in a standardized container, then embarked on an automated autonomous vehicle which carries out the first route Wl.
• Control and sorting operations may be performed in the intermediate station SI4 before another vehicle of the same type as the first does not support another standardized container, this time intended for a specific aircraft, and therefore to a station of specific loading / unloading, at the end of segment W2.
• the intermediate stations SU to SI4 are sorting areas: the baggage is taken out of the containers and sorted before being redispatched to the STi loading / unloading stations.
• Figure 2 shows more precisely the arrangement of the roundabouts R4 and R5 and the paths W1 and W2 made, the second path W2 being shown in dashed lines.
• the intermediate station Sli there may also be local automated conveyors which transfer the baggage to a neighboring loading location on another vehicle assigned to the second path W2.
• the roundabouts Ri are bypassed by two-way traffic lanes VC1 whereas the lanes VC2, VC2 'which run longitudinally on each side of the intermediate stations S11 are one-way.
• Intermediate circulation lanes VC3, also two-way traffic, may be provided for join VC2, VC2 '. It should be noted that all the traffic lanes mentioned can be doubled by a maintenance lane planned for the maintenance vehicles or so that the broken down vehicles still capable of driving can return at reduced speed towards the maintenance areas.
• lifts A1 are placed at a substantially regular interval along the circulation paths which develop radially with respect to the roundabouts R1, for example the VC2, VC2 'channels of the intermediate stations Sli.
• These elevators Ai are located in the vicinity of loading / unloading stations STi, of which they are in general an element. They are placed outside said tracks, the interior being occupied by automated conveyors C1, C2, C3 which are grouped according to their primary function, and possibly according to a secondary function.
• the 16 conveyors C1 situated at the angle of the traffic lanes VC2 and VC3 have the primary function of unloading full containers from the conveyors Cl of the baggage sorting system, at the interface of which are precisely said Cl conveyors, to automated autonomous vehicles V.
• the two groups of 8 conveyors C2 located on taxiway VC2, in the vicinity of Ri roundabouts, have the primary function of loading automated full container conveyors from automated autonomous V vehicles.
• the automated conveyors C3 have the same primary function as the conveyors Cl, and have a secondary function: load the bag sorting system in empty containers via said conveyors C3.
• the vehicles V are very schematically represented in FIG.
• an electronic processing and control unit 2 in the form of a data concentrator equipped with means of communication with a fleet management system, multiple sensors including distance and positioning sensors, two axles 4, 4 'independently driven by drive motors 3, 3' and themselves comprising sensors at the wheels or their pivot axis, to perform the odometric measurements.
• Electric motors 5, 5 'of power steering are provided at each axle 4, 4', as well as encoders 6, 6 'giving information on the angular displacements of the electric motors 5, 5' and drive 3, 3 '.
• the vehicles V are equipped with antennas intended to communicate with transponders 10 (see following figure).
• Rotating laser heads can in particular equip both ends, for guiding in particular in the vicinity of the loading / unloading docks.
• Rotary visual warning lights also equip vehicles, both front and rear.
• a crash and collision prevention system is preferably provided at the front and rear bumper levels.
• the axles 4, 4 'front and rear are such that they pivot centrally with respect to axes of rotation 7, 7', and they comprise for this purpose a rigid beam 8, 8 ', at the ends of which are fixed the wheels and which rotates with respect to this central axis 7, 7 '.
• the vehicles V can then move "in crab" to remain parallel to the axis of the traffic lanes VCi even when they are deviated from their initial trajectory to go to the loading / unloading docks, as illustrated in FIG.
• the approach is done while rolling.
• the vehicle V progressively brakes to a complete stop, in a correct position indicated by at least sensors placed laterally to the vehicle V, whose proximal side of the platform therefore remains parallel to it during the entire the process.
• the vehicle is piloted to be positioned in such a way that the containers 9 are in line with the conveyors Ci of the baggage sorting system, which are in this case roller conveyors, or that the vehicle support platforms V are in position. face of the conveyors Ci.
• the surface of the vehicles V supporting the containers 9 is also preferably provided with conveying rollers, of the same type as those of the conveyors Ci, and controlled by the system so that the transfer can be done in one direction or the other by harmonizing the speed of the rollers.
• Figure 6 shows 4 containers 9 being transferred, and which are - at this stage of the operation - straddling the rollers of the conveyors Ci and the rollers of the upper platforms of the vehicle V.
• This mode of operation for loading / unloading in particular allowed by the design of vehicles V, saves considerable time compared to what was the norm so far, of the order of several minutes.
• the fact of arriving parallel to the conveyors Ci, significantly reducing the transfer time, makes it possible to fluidize the overall circulation on the traffic lanes VC 1, and to avoid traffic jams.
• the vehicles V comprise a suspension, for example pneumatic suspension, to adjust the height of the vehicle V in order to adjust the height of the two sets of rollers, those of the vehicle V and those of the conveyors Ci.
• the means for adjusting the height of the support platforms make it possible to compensate for differences in height, for example due to the variable load, wear - particularly tires -, civil engineering defects, etc.
• transponders 10 are installed in a grid, that is to say, regularly spaced in the two dimensions x and y, allowing the vehicles V to calculate their absolute position with respect to these transponders 10, whose position is referenced in an absolute reference.
• everyone has a 64-bit memory programmed with its exact position in the xy repository. It is the antennas of the vehicle that charge, by means of the electric field that they generate, the transponders 10 when the vehicle V reaches their vicinity, allowing them to transmit their position.
• the navigation system embedded in each vehicle V comprises a navigation module 20, a positioning module 30, a module steering controller 40, a line control module 50 and an airport site configuration module 60, and communicates with the route selection 101 and traffic control modules 102 of the central fleet management system 100.
• the arrows linking the different modules and submodules indicate the main direction of the data and information exchanges.
• the positioning module also receives data of inertial measurement means 70 which has been mentioned before as well as position data from the transponders 10, according to an operating mode explained with reference to the previous figure.
• a command is calculated by the navigation module 20 of the vehicle V, it is sent to the direction control modules 50 and control line 40 controlling the driving of the wheels.
• the odometer sub-module of the positioning module 30 loops the information on the exact positions of each member dynamically involved in the movement and orientation of the vehicle V.
• the portion of the airport site that appears in FIG. 9 comprises a division, particularly for safety purposes, mainly in work zones 200, those in which the V vehicles transit during normal operation in the airport.
• a maintenance zone 210 appears, separated by an airlock 220 from the working zones 200.
• a fraction of the maintenance zone 210 is assigned to a test zone 230.
• the site also comprises locations more particularly reserved for the treatment of batteries, of which battery change zones 240, especially with a view to their rapid recharging.
• Secure access doors 250 to vehicles V are also provided, as well as access doors 260 for maintenance technicians, which also have a dedicated circulation space 270. Battery charging devices such as installed allow a complete recharge of these in about fifteen minutes.
• the batteries of vehicles V are selected to undergo up to 15,000 to 20,000 consecutive cycles of recharging.

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• 2017
  • 2017-09-20 FR FR1758724A patent/FR3071338A1/fr active Pending
• 2018
  • 2018-01-12 FR FR1850269A patent/FR3071339B1/fr active Active
  • 2018-04-16 WO PCT/EP2018/059649 patent/WO2019057346A1/fr unknown
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