TWI534412B - Guiding method for aircraft docking process - Google Patents

Description

Guidance method for aircraft docking process

The present invention relates to a guiding method for an aircraft docking process, and more particularly to a guiding method for detecting an aircraft guiding line along a landing along the landing to prepare for stopping to a stop line.

Regarding the practice of aircraft guidance and model discrimination, previous methods have used the method of transmitting and collecting laser light waves in different distance ranges (about 10 to 100 meters, one measurement point every 1 meter), different angles. Azimuth (about -5 to 5 degrees, one measurement point per 0.1 degree), establish a distance distribution table of about 100 X 100 points, and then compare it with the shape of the pre-stored aircraft to achieve identification of the aircraft and guide the aircraft to stop. The function of the line.

However, the above-mentioned methods of transmitting and receiving pulses using the original laser light are not supported by some of the current laser ranging devices, and the processing details are too complicated to focus on the guidance and identification work of the system. In addition, the above-mentioned processing method needs to establish a large distance distribution table of data, and also records a huge aircraft shape table as a comparison, which causes a large amount of data processing, and the operation becomes very complicated.

The reason is that the present inventors have felt that the above problems can be improved, and that the present invention has been deliberately studied and used in conjunction with the theory, and a present invention which is reasonable in design and effective in improving the above problems has been proposed.

Note: This case is a division of application No. 102133185 applied for the "Guiding Method of Aircraft Stopping Process" on September 13, 2013.

The object of the present invention is to provide a guiding method for the aircraft docking process, which fully utilizes the functions of the new generation of laser ranging device, and completely delivers the laser processing work to the laser scanner, and the system only needs to use the laser scanner. The output distance, combined with the nose height, body height and engine position of each aircraft, can easily achieve the core functions of aircraft landing guidance and model identification, greatly simplifying the complicated operation of existing algorithms.

In order to solve the above technical problem, according to one aspect of the present invention, a guiding method for an aircraft docking process is provided to detect a landing guide line of an aircraft along the apron to prepare for stopping to a stop line, including: Providing a laser scanner for scanning the aircraft; providing a stepping motor for the X-axis and the Y-axis; providing an information display kanban to provide necessary display information for the driver; controlling the stepping motor Scanning azimuth angle to change the detection position of the laser scanner; detecting the distance from the stop line in the process of stopping the aircraft according to the distance returned by the different detection positions of the laser scanner An angle of left and right offset; displaying the above distance and offset information in the above information display kanban for the driver of the aircraft to operate the aircraft reference; performing a waiting phase, waiting for the aircraft to enter the docking guide line (J-Line) a phase in which a plurality of detection points of the above scanning are at a predetermined height and distance, that is, the aircraft is detected; a positioning stage to determine whether the location of the aircraft closest to the stop line is found, and when the location of the aircraft closest to the stop line is found, the process proceeds to the next stage; an identification phase is performed, for the appearance characteristics of the aircraft, Validating a plurality of feature points to verify whether the actual model of the aircraft conforms to the entered model; and performing a guiding phase by providing a distance between the portion of the aircraft closest to the stop line and the stop line Deviating from the offset information of the docking guide line, the aircraft guides the aircraft to a predetermined stopping position; wherein the step of obtaining a known angle and the height of the measured point includes: stepping the motor according to the stepping motor Rotating scale, assuming that the number of scales is N, obtaining a moving angle δ with respect to the laser beam per movement; obtaining an inclination angle θ=δ*N of the laser beam along the Y-axis; obtaining the above-mentioned laser scanning The distance r returned by the device; the height h of the measured point is obtained according to the following formula; h=Hr*sin(θ); wherein H is the above-mentioned laser scanner relative to The height of the ground.

The invention has the following beneficial effects: the invention utilizes the output distance of the laser scanner, cooperates with the nose height, the height of the fuselage and the engine position of each type of aircraft, and simply achieves the functions of aircraft landing guidance and model identification, Simplify the tedious work of existing algorithms.

In order to further understand the technology, method and function of the present invention in order to achieve the intended purpose, reference should be made to the detailed description and drawings of the present invention. The drawings and the annexed drawings are intended to be illustrative and not to limit the invention.

100‧‧‧Laser scanner

F‧‧‧ aircraft

J‧‧‧ docking guide line

S‧‧‧Stop line

The flow chart of the steps of the present invention has no component symbols.

Figure 1 is a schematic representation of the various stages of the invention.

2 is a schematic diagram of detection using a laser scanner of the present invention.

Figure 3 is a flow chart of the waiting phase of the present invention.

Figure 4 is a schematic view showing the positioning stage of the aircraft docking process of the present invention.

Figure 5 is a flow chart showing the position of the nose of the present invention.

Figure 6 is a flow chart of the identification of the aircraft model of the present invention.

Figure 7 is a schematic diagram of the position of the detection engine of the present invention.

Figure 8 is a schematic view of the guiding phase of the present invention.

The invention utilizes the novel laser scanner proposed by the inventor of the present invention and uses the distance information obtained by the positioning correction and offset line processing method of the invention to develop a guiding method for the aircraft docking process. By using this guiding method, information such as the instantaneous distance and the azimuth angle when the aircraft approaches the stop line can be grasped at any time, and it can be used as an aircraft parking guide and model discrimination. The above aircraft is not limited to aircraft. The following is only an example of the aircraft, so it is called by the aircraft.

The basic assumption of the guiding method of the aircraft docking process of the present invention is that when the aircraft is parked, it will turn from the taxiway (Taxi way) and turn along the landing guide line J on the ground (J-Line, see Figure 2 ) The direction is moving forward. At present, almost all airports are docked in this way. According to the results of this operation, you can get the following results:

First, you can use the laser equipment with the general measurement distance to complete the aircraft approach guidance and model identification.

Second, there is no need to record the shape of the aircraft. It is only necessary to record several parameters of the model, such as nose height, engine position and height of the fuselage to achieve the above operations.

Third, the need to establish a large data location distribution table (Distance distributed table) can achieve the purpose of guidance and model identification.

Fourth, the application of the guiding method is not limited to the guiding operation of the aircraft near the empty bridge, and all similar objects can be used for docking and guiding operations.

The implementation method of the guiding method is divided into several stages, including four stages of waiting, positioning, identifying and guiding. The data sampling method of each stage is similar. After the reading system pre-defines a plurality of (about nine to eleven in this embodiment) detection position arrays, the distances detected by the respective positions are read, and Calculate the corresponding height. Based on these materials, we will do the work of guiding and aircraft identification. Times of each stage The sequence shown in FIG. 1 is a schematic diagram of the aircraft docking guide identification method of the present invention, which is a waiting phase (SW), a positioning phase (SP), an identification phase (SD), and a guiding phase (SG). The guiding method of the present invention will be described below in stages at the respective stages.

Since the positions to be sampled are not the same in each stage, the present invention will separately describe the sampling position and the calculation method according to different stages. Before explaining the various stages of practice, the present invention first illustrates the relationship between distance measurement and height as follows: the laser scanner is placed at a known fixed point, and the laser beam can be changed by the stepper motor to its horizontal axis. The angular orientation of the (X-axis) or vertical axis (Y-axis). The laser device may use, for example, the ILM-500D product of Measurement Devices Ltd. of the United Kingdom, but is not limited thereto. The device can return up to 500 meters, up to 400 samples per second, and achieve a distance accuracy of ±10 cm. For the motor part, for example, an ARM series stepping motor of Oriental Motor Co., Ltd. can be used, but is not limited thereto. The motor can be divided into 10,000 steps per 360°, the resolution can reach 0.036°/step, with 1:2 gear belt and vertical axis (Y-axis) reflecting lens, the horizontal axis direction can be 0.018°/step. Resolution, the Y-axis direction can achieve a resolution of 0.036 ° / step. For details of the structure of the above-mentioned laser scanner, reference may be made to the applicant's patent application No. 102211977 "Aircraft approach guidance system".

Please refer to FIG. 2, which is a schematic diagram of the detection using the laser scanner 100 of the present invention.

h=Hr*sin(θ).. (1) where H is the height of the laser scanner 100 relative to the ground, and this height H is known when the laser scanner 100 is mounted and fixed. A fixed constant; where h represents the height of the object to be measured, in the embodiment of Fig. 2, the height of the aircraft F; r is the distance measured by the laser beam; θ is the angle at which the beam is inclined with respect to the horizontal.

Assuming the motor position of the laser beam while maintaining the horizontal position of the Y-axis, the movement angle with respect to the laser beam for each movement of the Y-axis motor is: δ = (360°) / 10000 = 0.036 °..... .(2)

In the embodiment, when the detection of the measurement point is recorded, if the number of ticks moved by the Y-axis motor is N, the inclination angle of the Y-axis laser beam is: θ= δ * N........ .(3)

According to the distance r returned by the laser scanner 100, after substituting the formula (1), the height h of the measured object can be obtained. That is to say, the present invention can know the distance r of a known angle and the height h of the measured point, which is the basis of the subsequent guiding method of the present invention.

With all the aircraft on the market today, they all have the characteristics of bilateral symmetry. Using this feature, when detecting the left and right shift of the aircraft, the same left and right angles can be scanned, and the measured data on both sides can be compared to determine the offset of the aircraft fuselage. In addition, when it is necessary to detect the position of a certain device (such as an engine) of the aircraft, it is also possible to detect only the devices on the left and right sides to achieve the measurement effect.

Based on the above basis, the present invention continues to develop the following guidance methods for aircraft docking processes, as explained in the following stages.

[Phase 1: Waiting Stage (SW)]

When the plane descends, it begins to transfer to the landing guide line J (J-Line) by the taxiway (Taxi way) to prepare to stop on the stop line S, as shown in Figure 2. The so-called waiting phase refers to the stage of waiting for the aircraft to enter the above-mentioned docking guide line (J-Line). In this waiting stage SW, the judging method is shown in FIG. 3, which is a flowchart showing the waiting phase of the present invention.

As shown in FIG. 3, first, in step W10, the N-point of the vertical scanning position array is set. The present invention first uses a vertical scan to detect the aircraft, as the aircraft once detected will inevitably be detected on the J-Line. Therefore, in this embodiment, different detection positions are set on the navigation guide line J (J-Line) to be read, and the number of points to be read is set to a plurality of points. The preferred suggestion in this embodiment may be 11 points, and Set the preset distance to a detection center point, and then detect 6 points backwards. The arrangement of 4 points to the front is set to 24 steps of the motor rotation. Next, step W20, Read the distance and height of each point in this array. The preset distance is set according to the length of the airport's J-Line. The J-Line is about 100 meters in length and the entrance is set at roughly 65 meters. The preset length of the approach road). The position of the aircraft reading is set at the height of the nose height. Because the user must input the preset model when starting the guide, the nose height can be determined according to this model.

In a generally guided environment, the height of the laser scanner 100 is generally mounted at a height of 7 meters at this height. According to this distribution, the scan range can cover a range from approximately 30 meters to 150 meters. Therefore, once the aircraft enters this area, it can be detected. Due to the size of the aircraft, even if the model is mis-planted, it can be detected.

Then, in step W30, it is determined whether the detection point of the aircraft is detected. In the method of judging whether the aircraft is detected, the embodiment uses the height h comparison method of the detection object, or "high comparison step". Since the laser device only returns the distance, even if the laser light detects the ground of the apron, it can receive a distance. How to determine whether the object belongs to the aircraft or the calculated height (as shown in h of Figure 2) Show) to determine. Set the height of the ground to 0, and the aircraft has a certain height, which must be greater than 0. In this embodiment, the user can input a parameter of the minimum effective height for the aircraft, such as the belly of the aircraft or the bottom end of the engine, and then, when the measured height is lower than the minimum effective height, it is regarded as non-genuine. The aircraft detected a response. In addition, the embodiment may further include an “effective distance comparison step”. By additionally setting a maximum effective distance, the longest effective distance may be a preset length of the approach track, and when the scanned distance exceeds the longest effective distance, , which is considered invalid. Because the runway and the approach path are a certain range of distance after all, too long distance can also be regarded as invalid distance.

When a reasonable height and distance appear in the 11 detection points of the scan, it is regarded as detecting the aircraft and entering the next positioning stage.

[Phase 2: Positioning Phase (SP)]

The main goal of this phase is to find the nose position. The nose portion of a typical aircraft is the front end of the aircraft, which is the location of an aircraft closest to the stop line. During the guidance process, the information shows that the distance displayed by the kanban refers to the distance between the nose and the stop line. At the same time, the basis for determining whether the aircraft deviates from the position of the landing guide line (J-Line) is also based on whether the nose position is offset from the landing guide line (J-Line), so the nose position is found. It is very important to guide the work.

When the aircraft taxis into the taxi guide (J-Line) by the taxiway, the aircraft will gradually turn positive. When the aircraft is detected by a laser, it may be any part of the aircraft, not necessarily the nose of the aircraft. At this point, by detecting the location of the aircraft, you can know the distance the aircraft appears. Starting from this distance, the detailed scanning aircraft is started. The detailed flow chart is shown in Fig. 4, which is a schematic diagram of the positioning stage (SP) of the guiding method of the aircraft stopping process of the present invention.

In FIG. 4, first, as shown in steps P10 and P20, the number of successful detections and failures is zeroed. Next, in step P30, the vertical scanning position array N point is set; the vertical scanning is started in the direction of the landing guide line (J-Line). At this time, the aircraft has roughly known its location, so the scope of the scan can be reduced. In a preferred embodiment of the invention, 11 vertical scanning points are used, and the Y-axis motor distance of each scanning point is in accordance with the aircraft. The distance to be set is set to 12 steps when the airplane is outside the distance of 30 meters, and 14 steps when the distance is less than 30 meters. In the 11-point scanning point, the number of points to be scanned in the future is set to 6 points, and the number of scanning points in advance is 4 points. As shown in step P40, the distance and height of each point in the array are read; after the 11-point scan is completed, the distance and height corresponding to the 11 scanning points can be obtained. Then, how to judge whether the nose position is read by the scan data, the approximate judgment method is shown in FIG. 5, and FIG. 5 is a flow chart for judging the nose position of the present invention.

As shown in FIG. 5, before starting, as shown in step P501, the nose distance is set, for example, 500 meters, and the nose position point is set to -1. In this embodiment, the height position of each point is checked point by point. Then, as shown in steps P502 and P503, the data point verification point is checked from 1 to N, point by point; and it is judged whether the distance is smaller than the current nose distance. from. As shown in step P504, it is determined whether the data point height and the set nose height error are less than a predetermined tolerance distance. If the height of the point differs from the height of the nose of the guide by more than 30 cm, the point is not considered to be a possible nose position, and the process returns to step P502. Take 30 cm as a preset tolerance distance. On the one hand, because of the resolution of the scan, it may not be able to just sweep to the nose. On the other hand, the aircraft may not be completely on the midline or the aeroplane runway. It must be a completely flat surface, and it may be slightly ups and downs, so the points in the scan array may not be completely swept to the middle of the nose.

When the height h of the scanning point is within 30 cm of the nose height of the intended model, this point is regarded as a candidate position, and then proceeds to step P505 to set the new machine nose to be equal to the scan. The distance push and set the nose position equal to this position. Among all the candidate locations, find the closest candidate location, which is the nose position we want.

Returning to steps P51 and P53 of FIG. 4, the nose distance and height of the machine are read, and the number of successful detections is increased by one, and the above vertical scanning operation is repeated. As shown in step P60, the nose position can be found three times in succession. , indicating that the positioning of the aircraft has been successful, ready to enter the next identification phase (as shown in step P70). However, if the nose position cannot be found during the scanning process, the process proceeds to step P52, and the number of detection failures is increased by one, which means that the aircraft may not have been turned positive yet, and the scanning operation needs to be repeated. In the next vertical scan, the scanned legal height point will be taken, and the closest point will be used as the base reference point for the next scan.

As in step P54, it is assumed that the nose position cannot be found after a predetermined number of failures (for example, five times), which indicates that the model input error may occur, and the stop message must be displayed. As shown in step P80, the positioning fails and stops. Computer guidance, and manual guidance.

[Phase 3: Identification Phase (SD)]

When the aircraft has been positioned, it begins to track the path of the aircraft, one side The job of identifying the face. The aircraft identification operation is checked according to the appearance characteristics of the aircraft, and it is checked whether the aircraft to be guided is the same type as the aircraft input by the operator to confirm whether the input model is mis-planted.

Since different aircraft have different characteristics, the locations that need to be docked are also different. If the guidance system is misdirected to the wrong stop line position due to the operator's misplaced model, there is a risk of collision, so performing the aircraft identification operation is equivalent to one more safety protection for human operation. Increase the safety of your work.

The method for aircraft identification of the present invention is to verify the specific features of the aircraft and to verify the specific features. For a particular model of aircraft, its appearance is a fixed constant. For example, the height of the nose, the height of the fuselage, the length of the fuselage, the width of the wing, the number of single-sided engines, the vertical distance between the first engine and the nose, the horizontal distance, and the height of the engine from the ground. And the characteristics of the engine diameter, etc., can be used as a reference for determining the correctness of the aircraft model. Among these features, the present embodiment selects the height of the nose and the characteristics of the first engine as the basis for the main determination. The height of the fuselage is used as an auxiliary feature.

The invention has the following considerations regarding the direction of characteristic selection:

First, convenience: the convenience and necessity of reading this feature. For example, the detection of the nose height, during the guiding process, once the aircraft is positioned, the position of the nose must be tracked to grasp the distance of the aircraft from the stop line and the distance from the left and right. At the same time, the height of the nose is always being mastered. Therefore, the height of the nose is always there.

Second, independence: Although the organic nose height, but this information can not be confirmed according to the aircraft model. For example, A330, A340, B777 (A begins with Airbus, and B begins with Boeing's aircraft). The nose heights of the three aircraft are close. If the tolerance is 30 cm, the three machines The type (including its sub-models) cannot be distinguished. What's more, for the A330, its sub-model A330-200 and the A330-300 have almost the same head part, which means that the nose height is exactly the same, so academically, it depends on the height of the nose. Unable Completely distinguish between the various models.

Of course, for some airports, the type of flight may be limited, and it is enough to distinguish the model by the nose height. At this time, it is also possible to consider only the nose height identification to save the identification time and enhance the guiding efficiency.

The invention needs to further select other parameters for identification for an aircraft that needs to re-identify similar models or the same model but belong to different sub-models. First, this embodiment selects the location of the engine for further comparison. In the airplanes of similar models or different sub-models, the location of the first engine is basically not the same. The vertical distance at which the engine is located is usually directly related to the length of the fuselage. With the confirmation of the nose height and the position of the engine, it is almost completely confirmed for an aircraft model currently available on the market.

Even if there is a possibility of a similar model in the future, but with a close nose height and engine position that cannot be distinguished, it is likely that such aircraft have similar fuse head characteristics and body length, and have the same use. Stop the line position. For the guiding operation, since the same stop line position is used, the processing in the guiding process is almost exactly the same, that is, treating this as the same model, it should be a reasonable disposal and can be Accepted.

Please refer to FIG. 6, which is a flow chart for processing aircraft identification according to the present invention. In this embodiment, the vertical reading operation is first performed, and the method is the same as the positioning phase. As shown in step D10, the N-point of the vertical scanning position array is set and the related distance information is displayed. According to the data read back from the vertical array, information such as nose distance, nose height and body height can be obtained. The distance between the nose and the nose can be displayed by the nose distance. At the same time, the height of the nose and the height of the body can be checked once. See if it is within reasonable limits. Check the results and record them, as shown in step D20, that is, check the nose height and body height, and record the correct/confirmed number of times. The height of the fuselage can be read from the data, the maximum height is the height of the fuselage, but when the aircraft height is greater than the height of the radar scanner, usually only the height of the laser scanner is read.

After the vertical scan is completed, perform horizontal scanning, as shown in step D30. Horizontally scan the position array M points and display the relevant offset information. Although horizontal scanning is not directly related to aircraft identification, it can provide aircraft offset and distance information and provide guidance display. The principle of actuation of the horizontal scan will be explained in detail in the next stage. In the concept of the present invention, the guiding operation must take precedence over the identification operation. Therefore, in the identification stage, the present embodiment still needs to perform a lot of guiding work so as not to affect the guiding operation.

When the horizontal scan is completed and the display is complete, an engine detection job can be performed with the neutral to confirm that the engine is in the correct position. As shown in step D40, check if the engine is in the correct position and record the correct/error number. The engine detection operation can calculate the expected angle and position by the following formula, and then detect the orientation of the laser light to see if the engine can be read as a basis for judgment. FIG. 7 is a schematic diagram of a detection engine of the present invention.

In Figure 7, the relevant parameter data is described as follows: D = d + Ed ... (4)

X=Ex........(5)

δ = atan((Hh)/D)....(6)

θ=atan(X/D)....(7) In the above formula, D in the formula (4) represents the vertical distance between the engine and the laser scanner; d represents the vertical distance between the nose and the laser scanner; Ed represents the gap between the nose and the engine. vertical distance.

(5) where X represents the horizontal distance between the engine and the laser scanner; Ex represents the horizontal distance between the nose and the engine.

(6) where δ represents the vertical tilt angle of the laser scanning; H represents the height of the laser scanner; atan represents the arctangent function; and h represents the height of the engine.

θ in the formula (7) represents the horizontal direction shift angle at the time of laser light scanning.

According to the above position angle, the present embodiment takes nine scanning points, wherein the position of the Y axis is the value calculated by the formula, and the X axis is calculated by the value calculated by the formula. Increase, the increment of each grid is: σ = (atan (k * R / D)) / N ... (8)

σ in the above formula (8) represents the incremental angle of each partition, K is an adjustment coefficient, the value is 1; R is the diameter of the engine; the meaning of D is the same as in (4); N is the number of scan samples.

The aircraft continued to move forward during the scanning process. This formula extends the lateral distance of the engine diameter R from the center of the engine. It basically allows the aircraft to detect the engine at a certain speed. For example, because the aircraft advances faster, the k-factor can be amplified according to the speed.

In this embodiment, in the above read digital array, the corresponding distance and height information can be read. If the distance read is between [D-40, D+10] (dm), it can be regarded as a reasonable value. Because the aircraft continues to advance during the reading process, the reading distance will be shorter than the D value, but because the engine is not a solid target, it may read the engine wall position, so it is larger than D.

Regarding the read engine height value, it should be between [h-1, h+1] (dm) as a reasonable error range. In the present embodiment, the above D, h and its calculated values are all in units of 10 cm (dm). In a set of 9 readings, if one of the points reads the engine, it is considered that the engine is present at that position.

In step D60, it is determined whether the model is identifiable. Regarding the method of discriminating the model, it is possible to judge the calculation according to the height of the nose several times, and it is a failure. Similar concepts can also be used in engine interpretation. Considering the actual operation, you can choose 3 successful interpretations to determine the success of the project, and 5 failures to determine the failure of the project. The number of times can be selected according to the airport's docking guide line (J-Line) The length and the time allowed for the aircraft to be identified. In the identification project, as long as one of the items fails to identify, the identification is determined to be a failure. If the model identification fails, it returns to step D10.

Some of the airports are limited by the high and low undulations of the apron or the J-Line runway characteristics. They must be suitable for nose or engine testing within a certain distance. Conditions, it is necessary to start the identification detection when the aircraft reaches a certain distance.

In addition, in this embodiment, in order to cause danger of stopping due to misjudgment of the aircraft model, it is necessary to complete the identification within a certain distance, otherwise it is regarded as identification failure. As shown in step D50 of FIG. 6 , before the step D60, the embodiment further determines whether the model identification position is too close, and if yes, proceeds to step D90, determines that the identification fails, stops guiding, and stops the computer guide. The work is guided by manual guidance. Generally, the selection of the minimum identification distance, a preferred embodiment is set at about 12 meters, which is convenient for subsequent manual guidance operations, and has sufficient space for execution. If the model identification position is not too close, and it is still within the distance that can be safely recognized, proceed to step D60 to determine whether the model has been identified.

[Phase 4: Pilot Phase (SG)]

When the aircraft is successfully identified, the next task is to direct the aircraft to the desired docking position, which is the guiding phase (SG). In this phase, the system is mainly to provide information on the distance and offset of the pilot. The distance information refers to the distance between the nose position of the aircraft and the stop line, so that the driver can control the speed and direction of the aircraft. Offset refers to the extent to which the aircraft deviates from the J-Line. When the deviation reaches the set warning level, the driver must be informed on the information display kanban to correct the offset to achieve the purpose of parking in the correct position. .

Please refer to FIG. 8 , which is a schematic diagram of the guiding process of the present invention. In Figure 8, the system performs a vertical scan first. As shown in step G10, the N-point of the vertical scan position array is set and the related distance information is displayed. The scanning method is roughly the same as the positioning phase (SP). It is a way to scan in the vertical direction, and the number of points is about 11 points. The center point of the scan is set at the location where the aircraft was at that time, scanning 4 points forward and scanning 6 points later. Based on the information of the 11 points of return, you can instantly grasp the position of the nose of the aircraft and display the distance information accordingly.

As shown in step G20, after each vertical data is scanned, it is determined whether the aircraft has reached an allowable distance from the stop line. Before the aircraft stops at a certain distance (usually set to 3 meters before the stop line), a horizontal scan is performed. As shown in step G30, the horizontal scan position array M points are set and the relevant offset information is displayed. The horizontal scanning can also take an 11-point scanning position. The vertical direction is centered on the nose position, and the horizontal direction is 5 points in a bilaterally symmetric manner. The scan width is set to twice the width of the nose. The so-called nose width refers to the center distance of the nose, and an extension point is extended to the two sides. The extension point is between the scanning point of the laser scanner and the scanning point of the laser scanner. The distance is less than 30 cm from the nose. Take the formula as follows: β=atan(W *2/D)/N...(9)

In equation (9), β refers to the angle between two points in the horizontal point.

W refers to the width of the nose.

D refers to the distance between the nose and the laser scanner at the time.

N refers to the number of points sampled, which is basically 11.

According to the above formula, and taking the detection point of the stop guide line (J-Line) as the center point, take 5 detection points to the left and right, and the distance and height information of the N point can be obtained. For these points, the closest distance (D) is obtained, which is the new distance between the nose and the laser scanner, which can be used as a distance update display.

The calculation of the offset angle or distance in this embodiment can be as follows: The starting point is obtained, that is, starting from point 0, the value of the point larger than the nearest distance D is within 30 cm. Assume that the point position is Hfst. The same concept, to find the final point, that is, starting from the point N-1, the point distance ratio The value of the nearest distance D is less than 30 cm. Assume that the point is at Hend. According to the above method, after obtaining Hfst and Hend, the offset angle and the position offset can be calculated according to the following formula: n=((N-1)-Hend-Hfst)/2......( 10)

γ=| n | * β...(11)

d=D * tan(γ)......(12)

In the above formula, N in the formula (10) refers to the number of points sampled.

n is the number of sampling intervals of the offset, and the positive and negative of n represent the left and right offsets.

(11) The deviation angle of γ finger in the formula, where n is an absolute value.

(12) where d is the absolute value of the offset distance, D is the nose and The distance between the laser scanners.

When the offset γ is greater than the set warning value, the system displays the offset warning message according to the left and right direction.

Through the continuous replacement of the above vertical scanning and horizontal scanning, the effect of instantly updating the distance from the stop line and the offset display can be achieved, and the purpose of correct guiding can be achieved.

When the aircraft is a short distance from the stop line (usually 3 meters), that is, the condition of step 20 is "Yes". At this time, usually the aircraft travel speed is very slow, and the left and right movement is not easy, so the system can only For vertical scanning, only distance information is available.

As shown in step G40, under the condition of "YES" in step 20, it is further determined that the aircraft is within a short distance if it has reached the stop line. The idea is that when the aircraft is very close to the stop line, for example at a distance of about 20 cm, as shown in step G50, the system can display a stop message to inform the aircraft to stop. In the meantime, the aircraft may not be able to stop immediately, so add step G60 to determine if the aircraft has stopped. After the aircraft stops, after several scan detections, when it is found that the aircraft has stopped moving, as shown in step G70, the guidance completion message is displayed, and the guidance operation is ended.

The feature and function of the invention is to fully utilize the new generation of laser ranging equipment Yes, the laser processing work is completely handed over to the laser scanner. The system can easily reach the aircraft by using the output distance of the laser scanner, matching the nose height, body height and engine position of each aircraft. The core functions of docking guidance and model identification greatly simplify the complicated operation of existing algorithms.

The above are only the preferred embodiments of the present invention, and all changes and modifications made to the scope of the present invention should be within the scope of the present invention.

Figure 1 is a flow chart with no component symbols.

Claims (10)

A method of guiding an aircraft docking process for detecting an aircraft guide line along a landing to prepare for docking to a stop line, comprising: providing a laser scanner to scan the aircraft; providing a rotation of the stepping motor with the X-axis and the Y-axis; providing an information display kanban to provide necessary display information for the driver; controlling the azimuth angle of the scanning of the stepping motor to change the laser scanner Detecting a position; detecting a distance from the stop line and a left-right offset angle of the aircraft in the approaching process according to the distance returned by the different detection positions of the laser scanner; displaying the information of the distance and the offset The information display kanban for the driver of the aircraft to operate the aircraft reference; performing a waiting phase to wait for the aircraft to enter the docking guide line, wherein the plurality of detection points of the scan fall at a predetermined height and The distance is considered to be the detection of the above aircraft; wherein the waiting phase includes a height comparison step to determine whether the aircraft is located The predetermined height includes: setting the height of the ground to be zero; setting a parameter of the minimum effective height of the aircraft; and comparing the measured height to the minimum effective height, it is regarded as a non-aircraft detection response; Performing a positioning phase to determine whether the location of the aircraft closest to the stop line is found. When the location of the aircraft closest to the stop line is found, the process proceeds to the next stage; and an identification phase is performed for the appearance characteristics of the aircraft. Verification of several feature parts to verify whether the actual model of the aircraft conforms to the entered model; and performing a guiding phase by providing the distance of the aircraft closest to the stop line from the stop line, And the offset information of the aircraft from the landing guide line, guiding the aircraft to a predetermined stopping position; wherein the step of obtaining a known angle distance and the height of the measured point comprises: stepping according to the step The rotation scale of the motor, assuming that the number of scales is N, one scale per movement is obtained relative to the laser beam Movement angle [delta]; made along the inclination angle θ of the laser beam in the Y-axis = δ * N; laser scanner acquires the return from R < acquisition point height h measured according to the following equation; h = Hr * Sin(θ); where H is the height of the above-described laser scanner relative to the ground. The method for guiding an aircraft docking process according to claim 1, wherein the waiting phase further comprises an effective distance comparison step to determine whether the aircraft is located at the predetermined distance, including: setting a longest effective distance; if scanning The distance reached exceeds the above longest effective distance and is regarded as an invalid distance. The method for guiding an aircraft docking process according to claim 2, wherein the longest effective distance is a preset length of an approach track. The method for guiding an aircraft docking process according to claim 1, wherein the portion of the aircraft closest to the stop line is a nose. The method for guiding an aircraft docking process according to claim 4, wherein the positioning phase comprises: performing a vertical scanning operation along a direction of the parking guide line; setting a predetermined number of vertical scanning points, point by point Checking the height position of each scanning point; the scanning point is not considered to be the nose when the height of each scanning point is different from the height of the nose of the guiding machine. Bit When the height of the scanning point is within the preset tolerance distance from the nose height, it is regarded as the candidate position of the nose; and the above vertical scanning operation is repeated, if the machine is found three times in succession The nasal position indicates that the positioning of the above aircraft is successful and is ready to enter the identification phase. The method for guiding an aircraft docking process according to claim 5, wherein the preset tolerance distance is 30 cm. The method for guiding an aircraft docking process according to claim 5, wherein the number of the vertical scanning points is set according to the distance setting of the aircraft, and is set to 12 grids when the aircraft is outside the distance of 30 meters, 30 When the ruler is set to 14 grids, in the 11-point scan point, the number of points to scan after the nose position is set to 6 points, and the number of forward scan points is set to 4 points. The method for guiding the aircraft docking process according to claim 5, further comprising setting a predetermined number of times of failure, and still unable to find the nose position of the aircraft, displaying a stop message, and stopping the computer guidance. The method for guiding an aircraft docking process according to claim 1, wherein in the identifying phase, the characteristic parts of the aircraft include a nose height, a height of the fuselage, a vertical distance between the first engine and the nose portion, Horizontal distance, height of the engine from the ground, and diameter of the engine. The method for guiding an aircraft docking process according to claim 9, wherein the feature points of the aircraft select the nose height, and the first engine is the main decision basis, and the height of the fuselage is selected as an auxiliary characteristic.