WO2016015545A1 - 一种飞机入坞引导和机型识别的系统及方法 - Google Patents

一种飞机入坞引导和机型识别的系统及方法 Download PDF

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Publication number
WO2016015545A1
WO2016015545A1 PCT/CN2015/083204 CN2015083204W WO2016015545A1 WO 2016015545 A1 WO2016015545 A1 WO 2016015545A1 CN 2015083204 W CN2015083204 W CN 2015083204W WO 2016015545 A1 WO2016015545 A1 WO 2016015545A1
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WIPO (PCT)
Prior art keywords
aircraft
point
laser scanning
nose
unit
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PCT/CN2015/083204
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English (en)
French (fr)
Inventor
邓览
张肇红
常绍民
向卫
王海彬
刘海秋
Original Assignee
深圳中集天达空港设备有限公司
中国国际海运集装箱(集团)股份有限公司
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Application filed by 深圳中集天达空港设备有限公司, 中国国际海运集装箱(集团)股份有限公司 filed Critical 深圳中集天达空港设备有限公司
Priority to EP15827108.0A priority Critical patent/EP3196128B1/en
Priority to US15/329,979 priority patent/US10562644B2/en
Publication of WO2016015545A1 publication Critical patent/WO2016015545A1/zh

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    • 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
    • B64F1/002—Taxiing aids
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S17/00—Systems using the reflection or reradiation of electromagnetic waves other than radio waves, e.g. lidar systems
    • G01S17/02—Systems using the reflection of electromagnetic waves other than radio waves
    • G01S17/06—Systems determining position data of a target
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S17/00—Systems using the reflection or reradiation of electromagnetic waves other than radio waves, e.g. lidar systems
    • G01S17/02—Systems using the reflection of electromagnetic waves other than radio waves
    • G01S17/06—Systems determining position data of a target
    • G01S17/42—Simultaneous measurement of distance and other co-ordinates
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S17/00—Systems using the reflection or reradiation of electromagnetic waves other than radio waves, e.g. lidar systems
    • G01S17/66—Tracking systems using electromagnetic waves other than radio waves
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S17/00—Systems using the reflection or reradiation of electromagnetic waves other than radio waves, e.g. lidar systems
    • G01S17/88—Lidar systems specially adapted for specific applications
    • G01S17/93—Lidar systems specially adapted for specific applications for anti-collision purposes
    • G01S17/931—Lidar systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
    • G01S7/48—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S17/00
    • G01S7/497—Means for monitoring or calibrating
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0017—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information
    • G08G5/0026—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information located on the ground
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/06—Traffic control systems for aircraft, e.g. air-traffic control [ATC] for control when on the ground
    • G08G5/065—Navigation or guidance aids, e.g. for taxiing or rolling

Definitions

  • the invention relates to a berth guiding system for aircraft capture, tracking and identification, in particular to a laser scanning based aircraft docking guidance and model identification system and method.
  • Aircraft berth guidance is the process of directing an arriving aircraft from the entry position to the designated exact stop position.
  • the purpose of the aircraft berth guidance is to ensure the safe and accurate parking of the docking aircraft, to facilitate the accurate docking of the aircraft and various ground interfaces, and to enable the boarding bridge (PBB) to accurately abut the aircraft door to improve the efficiency and safety of the airport.
  • PBB boarding bridge
  • the automatic aircraft berth guidance system is mainly divided into different types according to the type of sensor used:
  • the buried induction coil type automatic guidance system determines the position of the docking aircraft by detecting whether a metal object passes or stays.
  • the advantages of the buried induction coil are fast response speed, low cost, no requirement for weather and illumination, but large error and low anti-interference ability.
  • the buried leads and electronic components are easily crushed, the reliability is not high, the measurement accuracy is not high, the model cannot be identified, and the defects such as poor maintainability can be debugged.
  • the laser scanning berth guidance system uses laser ranging and laser scanning to determine the position, model, real-time position and real-time speed of the aircraft.
  • the laser is safe for the eyes, has less impact on the environment and climate, can be positioned to the millimeter level, and is easy to maintain. Therefore, the laser scanning berth guidance system can fully meet the increasingly heavy airport pick-up tasks.
  • the technical problem solved by the invention is to propose a laser-based aircraft docking guidance system and method for capturing, guiding and tracking the aircraft, obtaining the real-time position of the aircraft through accurate laser scanning, and facilitating providing the berth for the pilot. prompt.
  • the invention can also automatically identify and verify the model, and improve the safety of the aircraft docking.
  • the invention discloses an aircraft docking guiding method based on laser scanning, which comprises:
  • Capture step horizontal laser scanning of the expected position of the aircraft nose to obtain laser scanning
  • the echo data is judged according to a judgment condition to determine whether the aircraft appears
  • a guiding step after the aircraft appears, performing a horizontal laser scanning on the aircraft nose to obtain echo data of the laser scanning and judging the nose position of the aircraft;
  • the tracking step tracks the nose position of the laser scanning by adjusting the vertical scanning angle of the laser scanning during the traveling of the aircraft, and displays the nose position in real time.
  • the capturing step further includes a zero calibration step and a guide line setting step, the zero calibration step includes a device installation zero calibration step, and when the laser scanning system is first installed, the device installation zero calibration step includes a horizontal zero measurement step and a vertical zero measurement step. step;
  • the horizontal zero point measuring step includes:
  • the laser scanning system horizontally scans a calibration area of the ground with a fixed vertical scanning angle, and divides the calibration area into N small areas, and performs ranging on each small area, from the obtained ranging values. Finding a minimum value, centering on a boundary point having a minimum value, determining an extended area, where the horizontal mirror is located with a minimum ranging value in the extended area as a horizontal zero point;
  • the vertical zero measurement step includes:
  • the laser scanning system performs ranging at a vertical scanning angle ⁇ 1 to obtain a first distance value L 1 , and adjusts the ⁇ angle upward for the vertical scanning angle ⁇ 1 to obtain a second distance value L 2 again , using a formula.
  • the zero calibration step further includes a zero point correction step, the zero point correction step comprising:
  • the laser scanning system gradually adjusts the scanning angle from the zero point until a predetermined reference object is scanned, and the scanning angle at this time is recorded as the correction angle;
  • the laser scanning system When the laser scanning system is turned back on, the laser scanning system, after scanning the preset reference object, recalls the correction angle to find the zero point.
  • the guide line setting steps include:
  • the calibration object Positioning a calibration object at two positions on the guide line, the calibration object may be a human or a larger calibration plate, and one of the two positions is the intersection of the guide line and the stop line, that is, the stop point. The other is the position as far as possible, up to 100 meters, and still on the straight line of the guide line; multiple horizontal scans of the calibration objects at these two positions are respectively performed, and the scanned points are converted into xyz three-dimensional coordinates.
  • For the guide lines of multiple stop lines set different b s values and record the equation to obtain multiple stop point positions and stop line equations.
  • the judgment condition of the capturing step further includes:
  • the ranging value of the point of interest is within a predetermined prediction range.
  • the capturing step when acquiring the echo data, first performs median filtering on the echo data, and then determines whether the aircraft appears.
  • the guiding step further includes:
  • the closest point and one of the vertices are the nose position.
  • the tracking step further includes:
  • the method further includes the step of identifying the model, including: one or more of a nose height verification, a cabin width verification, a head view contour verification, a nose side profile verification, and an aircraft engine verification;
  • the nose height verification includes: if the difference between the nose height and the preset nose height is within a predetermined range, Verification by nose height;
  • the cabin width verification includes: searching for two points in the echo data with the largest difference in x coordinate, and using the straight line distance of the two points as the cabin width, if the cabin width is greater than the product of the theoretical cabin width and a width coefficient, Verification by cabin width;
  • the aircraft engine verification includes:
  • the invention also discloses an aircraft docking guiding system based on laser scanning, comprising:
  • a capturing unit configured to perform laser scanning in a horizontal direction on an expected position of the aircraft nose, obtain echo data of the laser scanning, and determine the echo data according to a judgment condition to determine whether the aircraft appears;
  • a guiding unit for performing a horizontal laser scanning on the aircraft nose after the aircraft appears, acquiring echo data of the laser scanning and judging the nose position of the aircraft;
  • the tracking unit is configured to track the nose position of the laser scanning by adjusting the vertical scanning angle of the laser scanning during the traveling of the aircraft, and display the nose position in real time.
  • the system further includes a zero point calibration unit including a horizontal zero point measuring unit and a vertical zero point measuring unit;
  • the horizontal zero point measuring unit includes:
  • the laser scanning system is horizontally scanned to a calibration area of the ground at a fixed vertical scanning angle, and the calibration area is equally divided into N small areas, and the boundary points of each small area are measured, from the obtained ranging values. Finding a minimum value, centering on a boundary point having a minimum value, and determining an extended area, where the position of the horizontal mirror with the minimum ranging value in the extended area is a unit of the horizontal zero point;
  • the vertical zero point measuring unit includes:
  • the zero point calibration unit further includes a zero point correction unit, and the zero point correction unit includes:
  • the laser scanning system is gradually adjusted from the zero point to scan a predetermined reference object, and the scanning angle at this time is recorded as a correction angle, and when the laser scanning system is restarted, the laser scanning system scans the pre-reading After setting the reference object, the correction angle is called back to find the unit of the zero point.
  • the system further includes a guide line setting unit, specifically including:
  • the calibration object Positioning a calibration object at two positions on the guide line, the calibration object may be a human or a larger calibration plate, and one of the two positions is the intersection of the guide line and the stop line, that is, the stop point. The other is the position as far as possible, up to 100 meters, and still on the straight line of the guide line; multiple horizontal scans of the calibration objects at these two positions are respectively performed, and the scanned points are converted into xyz three-dimensional coordinates.
  • For the guide lines of multiple stop lines set different b s values and record the equation to obtain multiple stop point positions and stop line equations.
  • the judgment condition of the capture unit further includes:
  • the ranging value of the point of interest is within a predetermined prediction range.
  • the capturing unit includes: when acquiring the echo data, first performing median filtering on the echo data, and then determining whether the aircraft appears.
  • the guiding unit further includes:
  • the closest point and one of the vertices is determined as the unit of the nose position.
  • the tracking unit further includes:
  • a unit that scans the nose position of the aircraft at a predetermined vertical scan angle during the course of the aircraft
  • the system further includes a model identification unit including: a nose height verification unit, a cabin width verification unit, a nose top profile verification unit, a nose side profile verification unit, and an aircraft engine verification unit. Species or several
  • the nose height verification unit includes: if the difference between the nose height and the preset nose height is within a preset range, the unit is regarded as a unit verified by the nose height;
  • the cabin width verification unit comprises: searching for two points with the largest difference in x coordinate of the echo data, and using the linear distance of the two points as the cabin width, if the cabin width is greater than the product of the theoretical cabin width and a width coefficient, a unit that is verified by the cabin width;
  • the aircraft engine verification unit includes:
  • the invention can realize the capturing, guiding and tracking of the aircraft, obtain the real-time position of the aircraft through accurate laser scanning and display it, so as to give the pilot a berth prompt, and additionally, can automatically identify and verify the model, and improve the docking of the aircraft. safety.
  • Figure 1 shows a schematic diagram of the scene division of the aircraft docking guidance system based on laser scanning.
  • FIG. 2 is a schematic structural view of an aircraft docking guidance system based on laser scanning.
  • Figure 3 shows the structure of the laser scanning system.
  • Figure 4 is a schematic diagram of the principle of horizontal zero calibration.
  • Figure 5 is a schematic diagram of the principle of vertical zero calibration.
  • Figure 6 is a schematic diagram showing the relative position of the aircraft docking guidance system based on laser scanning and the aircraft.
  • FIG. 7 and 8 are schematic flow charts showing the capturing step of the present invention.
  • Figure 9 is a flow chart showing the guiding step.
  • Figure 10 shows a top view of the aircraft tracking.
  • Figure 11 is a flow chart showing the tracking step.
  • the invention discloses an aircraft docking guiding system and method based on laser scanning, which is used for accurately capturing, guiding and tracking an aircraft berth, obtaining the position of the aircraft in real time and accurately, and providing guiding information to the pilot. At the same time, identify the model.
  • the aircraft Since the aircraft needs to go through a long distance from the beginning of the aircraft to the final stop, it is divided into multiple stages during the aircraft docking guidance process. The monitoring content of each stage is different, that is, the aircraft needs to be advanced in advance. Berth scene definition.
  • the definition of the aircraft berth scene refers to the division of the monitoring scene into different information processing functional areas on the computer through field measurement and analysis.
  • the aircraft includes the capture area and the model on the travel route.
  • the identification and authentication area, the guiding and tracking area are made such that the corresponding guiding process can be performed in the respective areas, wherein the model identification and authentication area, and the guiding and tracking area can correspond to the same section area.
  • the guiding and tracking area ends at the position of the nose from the stop line 71 to the first time the head is docked.
  • the aircraft travels along guide line 72.
  • the present invention uses the nose point of the aircraft symmetry axis as a reference point for the interpretation of the entire aircraft position, and establishes a coordinate system with the guide line and the stop line.
  • the coordinate system established in the present invention is as shown in FIG. 2, with the intersection of the guide line 72 and the stop line 71 being zero; the direction of the vertical guide line 72 and the parallel ground is the x-axis direction, and the positive direction is the direction of the aircraft docking.
  • the direction of the left hand; the direction of the parallel ground and the parallel guide line 71 is the y-axis direction, and the positive direction is opposite to the direction of the aircraft docking;
  • the direction of the vertical ground and the vertical guide line is the z-axis direction, and the positive direction is the vertical ground direction.
  • the present invention discloses a laser scanning based aircraft docking guidance system 100 that is positioned adjacent the leading and trailing zones and on the extension of the guidewire 72.
  • Figure 2 shows the fly based on laser scanning. Schematic diagram of the machine docking guidance system 100.
  • the laser scanning-based aircraft docking guidance system 100 includes a laser ranging device 1, a horizontal laser scanning device 2, a vertical laser scanning device 3, a scanning control device 4, an information processing unit 5, and an information display unit 6.
  • the laser distance measuring device 1, the horizontal laser scanning device 2, the vertical laser scanning device 3, and the information processing unit 5 are each connected to the scanning control device 4, and the information processing unit 5 is also connected to the information display unit 6.
  • the laser ranging device 1 of the present invention is used for emitting laser light and receiving laser light reflected back by the measured object, and simultaneously measuring the distance between the laser emitting point and the measured object to obtain a ranging value.
  • the laser scanning device adopts a horizontal and vertical double galvanometer structure, that is, the horizontal laser scanning device 2 includes a horizontal scanning stepping motor 21 and a horizontal mirror 22, and the vertical laser scanning device 3 includes a vertical scanning stepping motor 31 and a vertical mirror. 32.
  • the horizontal direction laser scanning in the present invention refers to: the horizontal scanning stepping motor 21 rotates by an angle ⁇ , and drives the horizontal mirror 22 to rotate by an angle ⁇ , so that the laser ranging device 1 performs ranging in the horizontal direction. And the vertical scanning stepping motor 31 does not rotate, only the horizontal scanning stepping motor 21 rotates, and the laser ranging device 1 continuously performs ranging to obtain a set of ranging data in the horizontal direction, which is a horizontal laser scanning. .
  • the laser scanning in the vertical direction in the present invention refers to: the vertical scanning stepping motor 31 has a rotation angle ⁇ , and drives the vertical mirror 32 to rotate by an angle ⁇ , so that the laser ranging device 1 performs ranging in the vertical direction, and the horizontal scanning stepping motor 21 Without rotating, only the vertical scanning stepping motor 31 rotates, and the laser ranging device 1 continuously performs ranging to obtain a set of ranging data in the vertical direction, which is a vertical laser scanning.
  • the laser ranging device 1, the horizontal laser scanning device 2, and the vertical laser scanning device 3 constitute a laser scanning system in the system 100.
  • the scan control device 4 accepts the command of the information processing unit 5 to separately configure and transmit the control command to the laser scanning system, and transmits the data related to the collected aircraft docking of the laser scanning system to the information processing unit 5.
  • the information processing unit 5 processes the data and displays the processed information on the information display unit 6, and the pilot can adjust the traveling direction of the aircraft in accordance with the position of the aircraft displayed on the information display unit 6.
  • the laser scanning system and the information processing unit 5 are characterized by being fast and precise.
  • Figure 3 shows the structure of the laser scanning system.
  • the laser ranging device 1, the horizontal laser scanning device 2, and the vertical laser scanning device 3 are housed in the laser scanning system housing 11.
  • the laser scanning system housing 11 is provided with a laser emitting window 12, a horizontal laser scanning device 2 and a vertical laser scanning device.
  • the laser light emitted by 3 is emitted through the laser emission window 12 for scanning the guided object.
  • the position of the laser emission window 12 with respect to the horizontal laser scanning device 2 and the vertical laser scanning device 3 is fixed.
  • the laser scanning-based aircraft docking guiding system 100 When the laser scanning-based aircraft docking guiding system 100 is first installed, it is necessary to perform a device installation zero calibration step to perform zero calibration on the laser scanning system, in particular, to determine the horizontal zero position of the laser horizontal emission direction of the horizontal laser scanning device 2, and
  • the vertical laser scanning device 3 has a vertical zero position in the vertical direction of the laser.
  • the horizontal laser scanning device 2 and the vertical laser scanning device 3 are both mounted at a height H from the ground.
  • the vertical mirror 32 maintains the initial vertical scanning angle ⁇ 0 fixed, and the horizontal scanning stepping motor 21 drives the horizontal mirror 22 to horizontally scan a calibration area of the front ground, and the sweep angle is ⁇ . 0 , the calibration area is usually located in front of the front of the horizontal laser scanning device 2, such as the stop line 71 in FIG.
  • the laser ranging device 1 acquires the ranging values of the points in the calibration area in real time.
  • Figure 4 is a schematic diagram of the principle of horizontal zero calibration.
  • a minimum value D min is found from the N+1 ranging values D n , and an extended region D exe is determined centering on a boundary point having a minimum value D min .
  • the extended area is obtained by shifting the left or right by a preset length or degree centering on the boundary point having the minimum value Dmin .
  • the extended area is determined to determine the approximate range that a horizontal zero may exist.
  • the extended area is scanned again. This time, the extended area is finely divided with a minimum resolution, and each boundary point obtained by the division is measured, and the position of the horizontal mirror is used as the minimum ranging value. As a horizontal zero point.
  • the horizontal laser scanning device 2 is kept at a zero angle, and the vertical laser scanning device 3 performs ranging at the vertical scanning angle ⁇ 1 to obtain a first distance value L 1 .
  • the horizontal laser scanning device 2 remains stationary, and the scanning angle of the vertical laser scanning device 3 is increased by ⁇ degrees, that is, the distance is measured at the vertical scanning angle ⁇ 2 to obtain a second distance value L 2 , ⁇ 1 , ⁇ 2 are The angle between the laser and the horizontal line.
  • FIG. 5 is a schematic diagram of the principle of vertical zero point calibration.
  • a right-angled triangle with a diagonal of L 1 and a right-angled triangle with a diagonal of L 2 share a right-angled edge, which is the height of the laser scanning system from the horizontal ground.
  • the position where the vertical mirror rotates upward ( ⁇ 1 - ⁇ ) at the current position is the vertical zero point.
  • the above is the calibration performed by the laser scanning-based aircraft docking guidance system 100 when the equipment is first installed, and each time the laser scanning system is powered on again, zero calibration is required.
  • both the horizontal scanning stepping motor 21 and the vertical scanning stepping motor 31 After the power is turned back on, both the horizontal scanning stepping motor 21 and the vertical scanning stepping motor 31 generate jitter. In order to minimize the error caused by this jitter and improve the accuracy of the guiding system, it is necessary to select a reference to recalibrate the zero point of the laser scanning.
  • the boundary of the selected laser emission window 12 is the reference.
  • the laser scanning system gradually adjusts the scanning angle from the calibrated zero point until a predetermined reference object is scanned, and the scanning angle ( ⁇ r , ⁇ r ) at this time is recorded as the correction angle. .
  • the horizontal scanning stepping motor 21 and the vertical scanning stepping motor 31 start from the calibrated zero point, taking a predetermined angle of the laser emission window 12 as an example, for example, in the upper left corner, the vertical mirror gradually rises from the initial angle, and Horizontal scanning is performed at each vertical scanning angle until a ranging value conforming to a preset length is obtained at a certain vertical scanning angle, and the horizontal scanning angle at that time corresponds to the position of the upper left corner of the laser emission window 12, that is, at that time The direction of the horizontal scanning angle is to the left. Then, the vertical scanning angle ⁇ r and the horizontal scanning angle ⁇ r are recorded as correction angles, and the correction angle is solidified into a constant amount for recording.
  • the horizontal scanning stepping motor 21 and the vertical scanning stepping motor 31 perform random scanning until the preset reference object is scanned, and the correction angle is corrected from the current scanning angle to find the passage.
  • the calibrated zeros make subsequent capture, tracking, and boot processes more accurate.
  • the calibration object Positioning a calibration object at two positions on the guide line, the calibration object may be a human or a larger calibration plate, and one of the two positions is the intersection of the guide line and the stop line, that is, the stop point. The other is the position as far as possible, up to 100 meters, and still on the straight line of the guide line; multiple horizontal scans of the calibration objects at these two positions are respectively performed, and the scanned points are converted into xyz three-dimensional coordinates.
  • For the guide lines of multiple stop lines set different b s values and record the equation to obtain multiple stop point positions and stop line equations.
  • the aforementioned calibration and calibration process is completed and the laser-based aircraft docking guidance system 100 begins performing the capture step.
  • the laser scanning-based aircraft docking guiding method of the present invention comprises three steps as a whole: a capturing step, a guiding step and a tracking step.
  • the capturing step is used for performing horizontal laser scanning on the expected position of the aircraft nose, acquiring echo data of the laser scanning, and judging the echo data according to a judgment condition to determine whether the aircraft appears.
  • the guiding step is for performing a horizontal laser scanning on the aircraft nose after the aircraft appears, obtaining echo data of the laser scanning and judging the nose position of the aircraft;
  • the tracking step is used to track the nose position of the laser scanning by adjusting the vertical scanning angle of the laser scanning during the traveling of the aircraft, and display the aircraft posture (including the distance and the deviation direction) according to the nose position of the aircraft for real-time display.
  • the model that the aircraft will be docked or a certain aircraft has been pre-allocated, and the nose height h of the aircraft that should be parked is known in advance, and the system 100
  • the installation height is H
  • the distance of the system 100 from the farthest edge of the capture zone in the scene definition is s.
  • the laser scanning system performs a horizontal laser scanning on the expected position of the aircraft nose, acquires echo data of the laser scanning, and judges the echo data according to a judgment condition to identify whether the aircraft is appear.
  • the expected position of the aircraft nose is the farthest edge s of the capture zone, and the height is the position of the aircraft nose height h.
  • the initial vertical scanning angle ⁇ (the angle with the horizontal line) of the vertical laser scanning device 3 of the system 100 is:
  • Figure 7 is a flow chart showing the capture step of the present invention.
  • step 101 the laser scanning system horizontally scans the expected position of the aircraft nose to obtain echo data.
  • the laser scanning system continuously obtains data from the same row, especially the ranging values of the same row.
  • the data obtained by the laser scanning system should be the result of an error return exceeding the farthest distance, or much larger than the edge distance.
  • the data dis_predict that the laser scanning system expects is expected to be:
  • step 102 statistics are performed on the echo data.
  • Points in the echo data in a certain range above and below the dis_predict are points of interest, such as points in the range of dis_predict ⁇ 5 m are points of interest.
  • CountTotal the total number of points of interest, CountTotal, in a row of data obtained from one horizontal scan.
  • the row data includes both points of interest and points of non-interest, looking for points of interest that appear consecutively in the row, where multiple consecutive points of interest may be found. From the plurality of consecutive points of interest, look for the segment with the smallest data L min . The point corresponding to the minimum data can be regarded as the expected nose point. The total number of points in the segment with the smallest data L min is CountMin.
  • Step 103 Determine whether CountMin/CountTotal is greater than a threshold. If yes, go to step 104. If no, go to step 101.
  • the threshold is in the range of 0.3 to 0.7, preferably 0.5.
  • Step 104 Calculate the aircraft width according to the total number of the echo data, determine whether the aircraft width is not less than a width threshold, and if yes, perform step 105, and if no, perform step 101.
  • each aircraft has been pre-assigned to a particular aircraft type, the parameters of this aircraft are known. At this time, further judgment can be made according to the width data of the actual docking aircraft to identify whether the currently docked aircraft meets the parameter requirements of the predetermined model, and thereby determine whether the currently docked aircraft is a pre-assigned aircraft of the particular model.
  • width_cal Calculate the width of the aircraft currently docked
  • Width_cal L min *sin(CountTotal*R)
  • R is the angle at which the stepper motor that drives the rotation of the mirror rotates each time.
  • Width is the aircraft width of the aircraft of that particular model. If yes, go to step 105. If no, go to step 101 to continue scanning.
  • Step 105 Calculate the aircraft height z, determine whether the calculated aircraft altitude is within a predetermined range, and if yes, perform step 106, and if no, perform step 101.
  • this step continues to judge the height data of the docking aircraft to accurately identify whether the currently docked aircraft meets the parameter requirements of the predetermined model, and thereby determine whether the currently docked aircraft is pre-assigned the particular model. s plane.
  • the height z of the aircraft is the height of the nose.
  • h is the known nose height of the aircraft of this particular model
  • w is a height threshold parameter of preferably 0.5 m.
  • step 106 is continued, and if not, step 101 is performed.
  • step 106 it is determined whether the aircraft is traveling a certain distance. If not, step 101 is performed. If yes, the three-dimensional coordinates of the estimated nose of the captured aircraft are calculated, and the subsequent guiding step and the tracking step are continued.
  • This particular distance is for example 10 meters.
  • the invention starts from the entry of the aircraft into the capture zone, performs repeated scans within a range of 10 meters, and determines that the three-dimensional coordinates of the predicted nose of the aircraft are acquired once the aircraft conforms to a particular model and travels more than 10 meters.
  • the aircraft enters the guiding area at this specific distance.
  • the three-dimensional coordinates of the nose point can be converted according to the point corresponding to L min in the echo data of the laser scanning system and the deflection angles ⁇ and ⁇ of the vertical and horizontal laser scanning devices corresponding to the point.
  • a pre-processing step may be further included.
  • the pre-processing step is used to perform median filtering on the echo data when the echo data is acquired, and then determine whether the aircraft appears.
  • the pre-processing step can also be used whenever any echo data is received, and the echo data is pre-processed before performing the subsequent steps.
  • the main purpose of data preprocessing is to ensure the validity and real-time of the data. Its main content is: spurious noise point removal and data point coordinate conversion.
  • ⁇ d is small; since there is a noise point, and the value of the noise point is assumed to be d j , the difference between the noise point value and its neighboring points d j-1 and ⁇ d j+1 The value ⁇ d will be larger.
  • the main steps of median filtering are:
  • FIG. 9 is a schematic flowchart of the guiding step, and the guiding step further includes:
  • Step 201 After the aircraft enters the guiding area, scan the estimated nose position of the aircraft at a predetermined vertical scanning angle, obtain echo data, intercept the target point falling on the nose, and convert the target point from polar coordinate data to three-dimensional space. data.
  • the selection rule of the target point is consistent with the selection rule of the aforementioned point of interest.
  • Step 202 extracting the shortest point in the Y direction from the target point as the closest point (X d , Y d ).
  • Step 203 Perform curve fitting using the target point to obtain a vertex of the curve.
  • the point set of the target point falling on the handpiece is S(p 1 , p 2 ... p i ... p I ), i is the sequence number of the target point, and I is the total number of target points.
  • the X-axis and Y-axis coordinates of each target point p i are (x i , y i ), and all target points are fitted by a quadratic polynomial, that is,
  • the values of a 0 , a 1 , a 2 can be obtained.
  • the vertices (X 0 , Y 0 ) of the curve can be obtained, and the coordinates of the point are (x min , y min ), which is the nose position.
  • Step 204 Determine, according to a difference between the X d value of the closest point (X d , Y d ) and the X min value of the vertex, that the closest point and one of the vertex are the nose position.
  • ⁇ X is less than a predetermined threshold, and if not, (X 0 , Y 0 ) is the nose point, and if so, the closest point (X d , Y d ) is the nose point.
  • the preset threshold is preferably 50 cm.
  • step 205 the nose position is displayed on the information display unit 6.
  • FIG. 10 is a top plan view of aircraft tracking.
  • Figure 11 shows the flow chart of the tracking step.
  • the tracking steps include:
  • Step 301 scanning the nose position of the aircraft at a predetermined vertical scanning angle ⁇ , and recording the vertical distance Y 10 from the nose point to the x-axis at this time.
  • step 302 as the aircraft advances, the horizontal scanning is continued while maintaining the current vertical scanning angle.
  • step 303 the current nose point is found by the positioning algorithm and the vertical distance Y 20 of the nose point of the machine to the x-axis is recorded, and the current nose point is displayed on the information display unit 6 at any time.
  • the positioning algorithm is that when the aircraft is moving forward while maintaining the vertical scanning angle ⁇ for horizontal scanning, the minimum ranging value in the currently received echo data is also gradually reduced, and the shape of the aircraft is fixed, and If the data is known, based on the received echo data and the shape data of the aircraft of a specific model, it can be judged that the specific scanning position of the aircraft is maintained when the vertical scanning angle ⁇ is maintained for horizontal scanning.
  • the shape data can be used to know the current position of the nose point.
  • step 305 it is determined whether Y 30 satisfies a given threshold range requirement. If yes, step 306 is performed, and if no, step 302 is performed.
  • the threshold When Y 10 is greater than or equal to 20 meters, the threshold is set to 5 meters, and when Y 10 is less than 20 meters, the threshold is set to 1 meter, and it is determined whether the Y 30 is smaller than the threshold.
  • step 306 it is determined whether the aircraft has reached the stop line. If yes, go to step 308. If no, go to step 307.
  • Step 307 Perform a vertical scan at the current nose point to obtain an outline of the aircraft, find a parabola vertex of the outline of the aircraft, thereby calculating a change amount ⁇ ′ of the vertical scan angle, and calculate an expected change amount of the vertical scan angle according to Y 20 .
  • ", calculate d
  • the threshold value The range is from 0.3 to 1 °, preferably 0.5 °.
  • the step of vertical scanning is consistent with step 203.
  • the predetermined time is continuously tracked to determine whether the aircraft continues to move.
  • step 309 if yes, an alarm is issued, step 306 is performed, and if not, the tracking is stopped.
  • the present invention can adjust the vertical scanning angle at any time to scan the actual position of the nose of the machine at any time, so as to track and display the nose point of the machine.
  • the present invention includes the step of identifying the model after the aircraft enters the model identification and authentication area, and if the current aircraft is found to be inconsistent with the model of the aircraft that the aircraft should park in the step of identifying the model. If the corresponding verification condition is not passed, a warning message is sent.
  • Model identification includes one or more of nose height verification, cabin width verification, nose view contour verification, nose side profile verification, and aircraft engine verification.
  • Level2 verify the height of the nose, the width of the cabin and the contour of the nose are correct
  • Level3 verify the nose height, the width of the cabin, the top profile of the nose and the profile of the nose side are correct
  • Level4 Verify the nose height, cabin width, head profile and head side profile are correct, and the number of aircraft engines is correct and the distance between the engines is correct.
  • the corresponding verification level can be selected according to the length of the airport platform and the aircraft model.
  • the position of the nose can also be calculated by the relative positional relationship between the obtained position and the nose-engine for positioning the aircraft.
  • the procedure for the nose height verification is equivalent to step 105.
  • the process of cabin width verification is equivalent to step 104.
  • the preset contour equation of the preset head corresponds to the section passing through the nose of the nose, and the section is parallel to the ground, and the profile of the section is projected on the ground as a curve.
  • ⁇ D H is the plan view verification threshold
  • i is the number of the target point of the echo data
  • n is the fit of the top view equation. The number of times, n is preferably 7.
  • the preset profile of the nose of the handpiece corresponds to the section through the nose of the nose and the section is perpendicular to the ground.
  • the profile of the section is projected onto the yoz plane in the coordinate system and a high-order curve fit is applied to the boundary of the surface.
  • D V ⁇ D V the side view contour of the handpiece can be verified as pass
  • ⁇ D V is the side view verification threshold
  • i is the number of the target point of the echo data
  • m is the side view equation.
  • the number of fittings, m is preferably 11.
  • the aircraft engine verification includes:
  • step 41 the engine position is calculated according to the nose position, and the engine position is subjected to laser scanning in the horizontal direction and laser scanning in the vertical direction.
  • each engine position can be converted according to the nose position.
  • the coordinate difference between the nose of the aircraft and the center of the engine is ( ⁇ x n , ⁇ y n , ⁇ z n ), and the acquired nose coordinates are (x n , y n , z n ).
  • the theoretical engine center coordinates are p egn (x n + ⁇ x n , y n + ⁇ y n , z n + ⁇ z n ).
  • the deflection angle of the laser vertical mirror 32 is modulated so that the laser can be scanned to the theoretical center of the engine and scanned horizontally.
  • Step 42 Convert the echo data obtained by the laser scanning in the horizontal direction to the xyz three-dimensional coordinates, find the coordinate point closest to the center of the theoretical engine, and find a point continuous with the nearest coordinate point to obtain a point set, and the leftmost end of the point set.
  • the distance from the two rightmost points is the engine width, and the midpoint of the two points is the horizontal coordinate x egn of the engine center.
  • the "continuous point" requirement is where the distance between adjacent points does not exceed 20 cm.
  • Step 43 converting the echo data obtained by the laser scanning in the vertical direction to the xyz three-dimensional coordinates, searching for the coordinate point closest to the center of the theoretical engine, and finding a point continuous with the nearest coordinate point to obtain a point set, the uppermost point set.
  • the distance from the bottom two points is taken as the engine height, and the midpoint of the two points is the ground height z egb of the engine center.
  • Step 44 if a set of x egn and z egb can be found, it is considered to find an engine, and multiple engines can be scanned multiple times to obtain the number of engines n egn .
  • step 45 it is determined whether the number of engines is consistent with the predetermined number. If the number is different, the aircraft engine verification failure is considered.
  • step 46 it is determined whether the horizontal coordinate of the engine center or the difference between the ground clearance height of the engine center and the standard value exceeds a threshold (for example, 30 cm), and if so, the aircraft engine verification failure is considered.
  • a threshold for example, 30 cm
  • step 47 it is determined whether the engine width or the difference between the engine height and the standard value exceeds a threshold (for example, 20 cm), and if so, the engine verification is deemed to have failed.
  • a threshold for example, 20 cm
  • the invention can realize the capturing, guiding and tracking of the aircraft, obtain the real-time position of the aircraft through accurate laser scanning and display it, so as to give the pilot a berth prompt, and additionally, can automatically identify and verify the model, and improve the docking of the aircraft. safety.

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Abstract

一种基于激光扫描的飞机入坞引导系统及方法，该方法包括：捕获步骤对飞机机头的预计出现位置进行水平方向的激光扫描，获取激光扫描的回波数据，根据一判断条件对该回波数据进行判断，以判断飞机是否出现；引导步骤，在飞机出现后，对飞机机头进行水平方向的激光扫描，获取激光扫描的回波数据并据以判断飞机的机鼻位置；跟踪步骤，在飞机行进过程中，通过调整该激光扫描的垂直扫描角度，跟踪该机鼻位置，并对该机鼻位置进行实时显示，该系统和方法可实现对飞机的捕获、引导和跟踪，通过准确的激光扫描得到飞机的实时位置并进行显示，以给予飞行员泊位提示，另外可对机型进行自动识别验证，提高飞机入坞的安全性。

Description

一种飞机入坞引导和机型识别的系统及方法
本申请基于申请号为201410377385.3、申请日为2014年8月1日的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本发明涉及飞机捕获、跟踪、识别的泊位引导系统，特别是涉及一种基于激光扫描的飞机入坞引导和机型识别系统及方法。
背景技术
飞机泊位引导是指将到港飞机从进入停机位导引至指定的准确停止位置的过程。飞机泊位引导的目的是保障入坞飞机安全准确停泊，能方便飞机与各种地勤接口的准确对接，并使得登机桥(PBB)能准确靠接飞机舱门，提高机场运行效率和安全。
自动飞机泊位引导系统按使用传感器的类型不同主要分为：
(1)地埋线圈类；(2)激光扫描测距类；(3)视觉感知类。
地埋感应线圈类自动引导系统通过探测是否有金属物体经过或停留来确定入坞飞机的位置。地埋感应线圈的优点是响应速度快、成本低，对天气和照度无要求，但误差较大、抗干扰能力低。同时，埋在地下的引线和电子元件存在容易被压坏、可靠性不高，测量精度不高，不能识别机型，可调试可维修性差等缺陷。
激光扫描泊位引导系统通过激光测距和激光扫描来确定飞机的位置、机型、实时位置和实时速度。该种激光对目安全，且受环境和气候影响较小，定位确可达到毫米级别，并且维护简单，因此激光扫描泊位引导系统完全能满足机场日益繁重的接机任务。
发明内容
本发明解决的技术问题在于，提出一种基于激光扫描的飞机入坞引导系统及方法，以实现对飞机的捕获、引导和跟踪，通过准确的激光扫描得到飞机的实时位置，便于为飞行员提供泊位提示。
另外，本发明还可对机型进行自动识别验证，提高飞机入坞的安全性。
本发明公开了一种基于激光扫描的飞机入坞引导方法，包括：
捕获步骤，对飞机机头的预计出现位置进行水平方向的激光扫描，获取激光扫描 的回波数据，根据一判断条件对该回波数据进行判断，以确定飞机是否出现；
引导步骤，在飞机出现后，对飞机机头进行水平方向的激光扫描，获取激光扫描的回波数据并据以判断飞机的机鼻位置；
跟踪步骤，在飞机行进过程中，通过调整该激光扫描的垂直扫描角度，跟踪该机鼻位置，并对该机鼻位置进行实时显示。
该捕获步骤之前还包括零点标定步骤和引导线设置步骤，该零点标定步骤包括设备安装零点标定步骤，执行于激光扫描系统初次安装时，该设备安装零点标定步骤包括水平零点测量步骤和垂直零点测量步骤；
该水平零点测量步骤包括：
该激光扫描系统以固定垂直扫描角度向地面的一标定区域进行水平扫描，将该标定区域等分为N个小区域，对每个小区域的边界点进行测距，从获得的测距值中找出最小值，以具有最小值的边界点为中心，确定一扩展区域，以该扩展区域中的具有最小测距值时水平反射镜所处的位置作为水平零点；
该垂直零点测量步骤包括：
该激光扫描系统在垂直扫描角度β1进行测距得到第一距离值L1，针对该垂直扫描角度β1向上调整λ角度再次测距得到第二距离值L2，利用公式
L1*sinβ1＝L2*sin(β1-λ)
计算β1，以垂直反射镜从当前位置向上转动(β1-λ)角度所处的位置为垂直零点。
该零点标定步骤还包括零点校正步骤，该零点校正步骤包括：
在该设备安装零点标定步骤执行完毕后，该激光扫描系统从零点起逐步调整扫描角度直至扫描到一预设参照物，记录此时的扫描角度作为校正角度；
当该激光扫描系统重新开机时，该激光扫描系统在扫描到该预设参照物后，回调该校正角度，以找到该零点。
该引导线设置步骤包括：
将一个标定物体分别立于引导线上的两个位置，该标定物体可以是人或者比人更大的标定板，这两个位置中，一个是引导线与停止线的交点，即停止点，另一个是尽可能远、最远可至100米、且仍处于引导线直线上的位置；分别对这两个位置上的标定物体进行多次水平扫描，将扫描得到的点转换为x-y-z三维坐标，截取z坐标在一定范围的点，作为扫描标定物体得到的点，该范围的优选值是0.5米～1.5米；分别对 这两个位置，计算扫描标定物体得到的点的平均坐标，由此得到这两个位置的x-y坐标，做一条直线穿过这两个位置，得到引导线的方程y＝kgx+bg；再做一条垂直于引导线的直线，且穿过第一个位置，即停止点位置，得到停止线的方程y＝ksx+bs。对于多个停止线的引导线，设置不同的bs值并记录该方程，得到多个停止点位置和停止线方程。
该捕获步骤的判断条件进一步包括：
A、判断具有连续且具有最小测距值的感兴趣点的个数与回波数据的总数之比是否大于一阈值；
B、根据该回波数据的总数计算飞机宽度，判断该飞机宽度是否不小于一宽度阈值；以及
C、计算飞机高度，判断计算得到的飞机高度是否处于预定范围；
其中，该感兴趣点的测距值在一规定的预测范围。
该捕获步骤在获取该回波数据时，先对该回波数据进行中值滤波，再判断飞机是否出现。
该引导步骤进一步包括：
从该回波数据中，截取落在机头的目标点，将该目标点从极坐标数据转换为三维空间数据；
从该目标点中提取Y方向值最小的点作为最近点；
利用该目标点进行曲线拟合，获取曲线的顶点；
根据该最近点的X值与该顶点的X值的差值，确定该最近点以及该顶点中之一为该机鼻位置。
该跟踪步骤进一步包括：
在飞机进行过程中以预定垂直扫描角度扫描飞机的机鼻位置；
根据回波数据计算飞机的当前机鼻点；
对该当前机鼻点进行垂直扫描，根据扫描得到的抛物线的顶点计算垂直扫描角度的改变量，并据以改变该垂直扫描角度，或者，根据该当前机鼻点计算垂直扫描角度的改变量，并据以改变该垂直扫描角度。
所述方法还包括机型识别的步骤，包括：机鼻高度验证、机舱宽度验证、机头俯视轮廓验证、机头侧视轮廓验证和飞机引擎验证中的一种或几种；
该机鼻高度验证包括：如果机鼻高度与预设机鼻高度之差在一预设范围内，视为 通过机鼻高度验证；
该机舱宽度验证包括：寻找该回波数据中x坐标相差最大的两个点，将这两个点的直线距离作为机舱宽度，如果该机舱宽度大于理论机舱宽度与一宽度系数的乘积，视为通过机舱宽度验证；
该机头俯视轮廓验证包括：将水平方向的激光扫描获得的回波数据(xi,yi,zi)代入预设的俯视轮廓方程y＝fn(x)，水平拟合点误差为
Figure PCTCN2015083204-appb-000001
水平拟合最大误差
Figure PCTCN2015083204-appb-000002
若DH＜ΔDH，则可认为机头的俯视轮廓验证通过，ΔDH为俯视验证阈值，i为回波数据的目标点的序号，n为俯视方程的拟合次数；
该机头侧视轮廓验证包括：将垂直方向的激光扫描获得的回波数据(xi,yi,zi)代入预设的俯视轮廓方程z＝gm(y)，垂直拟合点误差为
Figure PCTCN2015083204-appb-000003
垂直拟合最大误差
Figure PCTCN2015083204-appb-000004
若DV＜ΔDV，则可认为机头的侧视轮廓验证通过，ΔDV为侧视验证阈值，i为回波数据的目标点的序号，m为侧视方程的拟合次数；
该飞机引擎验证包括：
根据该机鼻位置计算引擎位置，对该引擎位置进行水平方向的激光扫描以及垂直方向的激光扫描；
将水平方向的激光扫描得到的回波数据转换到x-y-z三维坐标，寻找距离理论引擎中心最近的坐标点，并寻找与该最近的坐标点连续的点，得到一点集，点集中最左端和最右端的两个点的距离作为引擎宽度，该两个点的中点为引擎中心的水平坐标；
将垂直方向的激光扫描得到的回波数据转换到x-y-z三维坐标，寻找距离理论引擎中心最近的坐标点，并寻找与该最近的坐标点连续的点，得到一点集，点集中最上端和最下端的两个点的距离作为引擎高度，该两个点的中点为引擎中心的离地高度；
判断引擎的个数与预定个数是否一致，如不一致，视为飞机引擎验证失败；
判断该引擎中心的水平坐标或该引擎中心的离地高度与标准值的差距是否超过阈值，如果是，视为飞机引擎验证失败；
判断该引擎宽度或该引擎高度与标准值的差距是否超过阈值，如果是，视为引擎验证失败。
本发明还公开了一种基于激光扫描的飞机入坞引导系统，包括：
捕获单元，用于对飞机机头的预计出现位置进行水平方向的激光扫描，获取激光扫描的回波数据，根据一判断条件对该回波数据进行判断，以判断飞机是否出现；
引导单元，用于在飞机出现后，对飞机机头进行水平方向的激光扫描，获取激光扫描的回波数据并据以判断飞机的机鼻位置；以及
跟踪单元，用于在飞机行进过程中，通过调整该激光扫描的垂直扫描角度，跟踪该机鼻位置，并对该机鼻位置进行实时显示。
该系统还包括零点标定单元，该零点标定单元包括水平零点测量单元和垂直零点测量单元；
该水平零点测量单元包括：
使激光扫描系统以固定垂直扫描角度向地面的一标定区域进行水平扫描，将该标定区域等分为N个小区域，对每个小区域的边界点进行测距，从获得的测距值中找出最小值，以具有最小值的边界点为中心，确定一扩展区域，以该扩展区域中的具有最小测距值时水平反射镜所处的位置作为水平零点的单元；
该垂直零点测量单元包括：
使该激光扫描系统在垂直扫描角度β1进行测距得到第一距离值L1，针对该垂直扫描角度β1调整λ度再次测距得到第二距离值L2，利用公式
L1*sinβ1＝L2*sin(β1-λ)
计算β1，以垂直反射镜从当前位置向上转动(β1-λ)角度所处的的位置为垂直零点的单元。
该零点标定单元还包括零点校正单元，该零点校正单元包括：
使该激光扫描系统从零点起逐步调整扫描角度直至扫描到一预设参照物，记录此时的扫描角度作为校正角度，并当该激光扫描系统重新开机时，该激光扫描系统在扫描到该预设参照物后，回调该校正角度，以找到该零点的单元。
该系统还包括引导线设置单元，具体包括：
将一个标定物体分别立于引导线上的两个位置，该标定物体可以是人或者比人更大的标定板，这两个位置中，一个是引导线与停止线的交点，即停止点，另一个是尽可能远、最远可至100米、且仍处于引导线直线上的位置；分别对这两个位置上的标定物体进行多次水平扫描，将扫描得到的点转换为x-y-z三维坐标，截取z坐标在一定范围的点，作为扫描标定物体得到的点，该范围的优选值是0.5米～1.5米；分别对这两个位置，计算扫描标定物体得到的点的平均坐标，由此得到这两个位置的x-y坐标，做一条直线穿过这两个位置，得到引导线的方程y＝kgx+bg；再做一条垂直于引导线的直线，且穿过第一个位置，即停止点位置，得到停止线的方程y＝ksx+bs。对于多个停止线的引导线，设置不同的bs值并记录该方程，得到多个停止点位置和停止线方程。
该捕获单元的判断条件进一步包括：
A、判断具有连续且具有最小测距值的感兴趣点的个数与回波数据的总数之比是否大于一阈值；
B、根据该回波数据的总数计算飞机宽度，判断该飞机宽度是否不小于一宽度阈值；以及
C、计算飞机高度，判断计算得到的飞机高度是否处于预定范围；
其中，该感兴趣点的测距值在一规定的预测范围内。
该捕获单元包括：在获取该回波数据时，先对该回波数据进行中值滤波，再判断飞机是否出现的单元。
该引导单元进一步包括：
从该回波数据中，截取落在机头的目标点，将该目标点从极坐标数据转换为三维空间数据的单元；
从该目标点中提取Y方向最短的点作为最近点的单元；
利用该目标点进行曲线拟合，获取曲线的顶点的单元；
根据该最近点的X值与该顶点的X值的差值，确定该最近点以及该顶点中之一为该机鼻位置的单元。
该跟踪单元进一步包括：
在飞机进行过程中以预定垂直扫描角度扫描飞机的机鼻位置的单元；
根据回波数据计算飞机的当前机鼻点的单元；
对该当前机鼻点进行垂直扫描，根据扫描得到的抛物线的顶点计算垂直扫描角度的改变量，并据以改变该垂直扫描角度，或者，根据该当前机鼻点计算垂直扫描角度的改变量，并据以改变该垂直扫描角度的单元。
所述系统还包括机型识别单元，该机型识别单元包括：机鼻高度验证单元、机舱宽度验证单元、机头俯视轮廓验证单元、机头侧视轮廓验证单元和飞机引擎验证单元中的一种或几种；
该机鼻高度验证单元包括：如果机鼻高度与预设机鼻高度之差在一预设范围内，视为通过机鼻高度验证的单元；
该机舱宽度验证单元包括：寻找该回波数据中x坐标相差最大的两个点，将这两个点的直线距离作为机舱宽度，如果该机舱宽度大于理论机舱宽度与一宽度系数的乘积，视为通过机舱宽度验证的单元；
该机头俯视轮廓验证单元包括：将水平方向的激光扫描获得的回波数据(xi,yi,zi)代入预设的俯视轮廓方程y＝fn(x)，水平拟合点误差为
Figure PCTCN2015083204-appb-000005
水平拟合最大误差
Figure PCTCN2015083204-appb-000006
若DH＜ΔDH，则可认为机头的俯视轮廓验证通过的单元，ΔDH为俯视验证阈值，i为回波数据的目标点的序号，n为俯视方程的拟合次数；
该机头侧视轮廓验证单元包括：将垂直方向的激光扫描获得的回波数据(xi,yi,zi)代入预设的俯视轮廓方程z＝gm(y)，垂直拟合点误差为
Figure PCTCN2015083204-appb-000007
垂直拟合最大误差
Figure PCTCN2015083204-appb-000008
若DV＜ΔDV，则可认为机头的侧视轮廓验证通过的单元，ΔDV为侧视验证阈值，i为回波数据的目标点的序号，m为侧视方程的拟合次数；
该飞机引擎验证单元包括：
根据该机鼻位置计算引擎位置，对该引擎位置进行水平方向的激光扫描以及垂直方向的激光扫描的单元；
将水平方向的激光扫描得到的回波数据转换到x-y-z三维坐标，寻找距离理论引擎中心最近的坐标点，并寻找与该最近的坐标点连续的点，得到一点集，点集中最左端和最右端的两个点的距离作为引擎宽度的单元，该两个点的中点为引擎中心的水平坐标；
将垂直方向的激光扫描得到的回波数据转换到x-y-z三维坐标，寻找距离理论引擎中心最近的坐标点，并寻找与该最近的坐标点连续的点，得到一点集，点集中最上端和最下端的两个点的距离作为引擎高度的单元，该两个点的中点为引擎中心的离地高度；
判断引擎的个数与预定个数是否一致，如不一致，视为飞机引擎验证失败的单元；
判断该引擎中心的水平坐标或该引擎中心的离地高度与标准值的差距是否超过阈值，如果是，视为飞机引擎验证失败的单元；
判断该引擎宽度或该引擎高度与标准值的差距是否超过阈值，如果是，视为引擎验证失败的单元。
本发明可实现对飞机的捕获、引导和跟踪，通过准确的激光扫描得到飞机的实时位置并进行显示，以给予飞行员泊位提示，另外，可并对机型进行自动识别验证，提高飞机入坞的安全性。
附图说明
图1所示为基于激光扫描的飞机入坞引导系统的场景划分示意图。
图2所示为基于激光扫描的飞机入坞引导系统的结构示意图。
图3所示为激光扫描系统的结构示意图。
图4为水平零点标定的原理示意图。
图5为垂直零点标定的原理示意图。
图6所示为基于激光扫描的飞机入坞引导系统与飞机的相对位置示意图。
图7、8所示为本发明的捕获步骤的流程示意图。
图9所示为引导步骤的流程示意图。
图10所示为飞机跟踪的俯视示意图。
图11所示为跟踪步骤的流程示意图。
具体实施方式
本发明公开了一种基于激光扫描的飞机入坞引导系统及方法，用于对飞机泊位进行准确的捕获、引导、跟踪，实时的并准确的获得飞机的位置，并向飞行员提供引导信息。同时，对机型进行识别。
由于飞机从开始进入机位到最终停止需要经历一个较长的距离，故而在飞机入坞引导过程中，需分为多个阶段，每个阶段的监测内容不同，也就是说，需要提前进行飞机泊位场景定义。
飞机泊位场景定义是指通过实地测量与分析，在计算机上将监测场景划分成不同的信息处理功能区，如图1所示，截止到停止线，飞机在行进路线上依次包括捕获区、机型识别与身份验证区、引导与跟踪区，使得相应的引导过程可以在各自的区域内进行，其中，机型识别与身份验证区，以及，引导与跟踪区，可以对应同一段区域。
引导与跟踪区为从停止线71开始到机头入坞第一次摆正时的机鼻的位置结束。飞机沿引导线72行进。
鉴于飞机外形是对称结构，故本发明将飞机对称轴上机鼻点作为整个飞机位置判读的基准点，并且，以引导线和停止线建立坐标系。
本发明中建立的坐标系如图2所示，以引导线72和停止线71的交点为零点；以垂直引导线72且平行地面的方向为x轴方向，正方向为飞机入坞的方向的左手方向；以平行地面且平行引导线71方向为y轴方向，正方向和飞机入坞的方向相反；以垂直地面且垂直引导线的方向为z轴方向，正方向为垂直地面向上。
本发明公开了一种基于激光扫描的飞机入坞引导系统100，其设置在引导与跟踪区以外、引导线72的延长线上的正对机头的位置。如图2所示为基于激光扫描的飞 机入坞引导系统100的结构示意图。
基于激光扫描的飞机入坞引导系统100包括激光测距装置1、水平激光扫描装置2、垂直激光扫描装置3、扫描控制装置4、信息处理单元5和信息显示单元6。
该激光测距装置1、水平激光扫描装置2、垂直激光扫描装置3和信息处理单元5均分别与扫描控制装置4连接，信息处理单元5还与信息显示单元6连接。
本发明的激光测距装置1用于发射激光和接收经被测物体反射而回的激光，同时测量激光发出点与被测目标之间的距离，得到测距值。激光扫描装置采用水平、垂直的双振镜结构，即，该水平激光扫描装置2包括水平扫描步进电机21和水平反射镜22，垂直激光扫描装置3包括垂直扫描步进电机31和垂直反射镜32。通过在扫描过程中，水平扫描步进电机21的转动角度α，垂直扫描步进电机31的转动角度β和激光测距装置1获得的激光测距数据l，可以得到空间某个点的极坐标。
本发明中的水平方向的激光扫描指：水平扫描步进电机21转动角度α，带动水平反射镜22转动角度α，使得激光测距装置1在水平方向进行测距。且垂直扫描步进电机31不转动，仅水平扫描步进电机21转动，同时激光测距装置1不断地进行测距，得到水平方向上的一组测距数据，便是一次水平方向的激光扫描。
本发明中的垂直方向的激光扫描指：垂直扫描步进电机31转动角度β，带动垂直反射镜32转动角度β,使得激光测距装置1在垂直方向进行测距，且水平扫描步进电机21不转动，仅垂直扫描步进电机31转动，同时激光测距装置1不断地进行测距，得到垂直方向上的一组测距数据，便是一次垂直方向的激光扫描。
激光测距装置1、水平激光扫描装置2和垂直激光扫描装置3组成了系统100中的激光扫描系统。
扫描控制装置4接受信息处理单元5的命令对激光扫描系统分别配置和发送控制命令，且将激光扫描系统的采集到的飞机入坞的相关数据传输至信息处理单元5。信息处理单元5对数据进行处理，并将处理后信息显示在信息显示单元6上，飞行员可以依照信息显示单元6上显示的飞机位置，对飞机行进方向进行调整。
为实时反映入坞飞机的位置信息，激光扫描系统和信息处理单元5特点是快速和精确。
图3所示为激光扫描系统的结构示意图。与图2对应的，激光扫描系统外壳11中至少容置有激光测距装置1、水平激光扫描装置2和垂直激光扫描装置3。激光扫描系统外壳11上开设有激光发射窗12，水平激光扫描装置2以及垂直激光扫描装置 3发出的激光均经由该激光发射窗12射出，以用于扫描被引导物体。激光发射窗12相对水平激光扫描装置2以及垂直激光扫描装置3的位置固定。
在基于激光扫描的飞机入坞引导系统100初次安装时，需要执行设备安装零点标定步骤，对激光扫描系统进行零点标定，特别是需要确定水平激光扫描装置2激光水平射出方向的水平零点位置，以及，垂直激光扫描装置3激光垂直射出方向的垂直零点位置。
水平零点标定
水平激光扫描装置2和垂直激光扫描装置3均安装在距离地面高度为H的地方。在标定水平零点位置时，垂直反射镜32保持初始垂直扫描角度β0固定不变，水平扫描步进电机21驱动水平反射镜22向前方地面的一标定区域进行水平扫描，扫过的角度为α0，该标定区域通常位于水平激光扫描装置2的前下方，例如图1中的停止线71。在水平扫描过程中，激光测距装置1实时获取该标定区域中各点的测距值。图4为水平零点标定的原理示意图。
随后，信息处理单元5将该标定区域等分为N个小区域，并对每个小区域的边界点进行测距，获得N+1个测距值Dn，n＝0、1……N。
从该N+1个测距值Dn中找出最小值Dmin，以具有最小值Dmin的边界点为中心，确定一扩展区域Dexe。例如，以具有最小值Dmin的边界点为中心，左右偏移预设长度或度数，得到该扩展区域。确定该扩展区域，即是为了确定水平零点可能存在的大致范围。
对该扩展区域再次进行扫描，此次需以最小分辨率对该扩展区域进行细密的划分，并对划分得到的每个边界点进行测距，以其中的最小测距值时水平反射镜的位置作为水平零点。
垂直零点标定
对垂直零点的标定需通过两次扫描实现。
首先，水平激光扫描装置2保持在零点角度不动，垂直激光扫描装置3在垂直扫描角度β1进行测距得到第一距离值L1。
随后，水平激光扫描装置2仍保持不动，垂直激光扫描装置3的扫描角度上扬λ度，即，在垂直扫描角度β2进行测距得到第二距离值L2，β1、β2均为激光与水平线的夹角。
图5为垂直零点标定的原理示意图，图5中以L1为斜边的直角三角形与L2为斜边的直角三角形共用一条直角边，该直角边为激光扫描系统距离水平地面的高度值。
另外，β2＝β1-λ，根据测量得到的L1、L2以及已知的λ值，再利用公式L1*sinβ1＝L2*sin(β1-λ)，可以得知β1。
如此即可以确认在垂直反射镜在当前位置向上旋转(β1-λ)角度时所处的位置为垂直零点。
至此，水平零点与垂直零点均已标定，零点标定结束。
以上为基于激光扫描的飞机入坞引导系统100初次实现设备安装时执行的标定，而每次激光扫描系统重新上电时，还需进行零点校正。
重新上电后，水平扫描步进电机21和垂直扫描步进电机31均会产生抖动。为最大限度消除该抖动所带来的误差，提高引导系统的准确率，需要选定参考物对激光扫描的零点进行重新校准。
选定激光发射窗12的边界为该参考物。在该设备安装零点标定步骤执行完毕后，该激光扫描系统从标定好的零点起逐步调整扫描角度直至扫描到一预设参照物，记录此时的扫描角度(αr,βr)作为校正角度。
具体来说，水平扫描步进电机21和垂直扫描步进电机31从标定好的零点起步，以激光发射窗12的一预定角为例，例如左上角，垂直反射镜从初始角度逐渐上扬，并在每一个垂直扫描角度进行水平扫描，直到在某一垂直扫描角度获取符合预设长度的测距值，且当时的水平扫描角度与该激光发射窗12的左上角所在位置相对应，即当时的水平扫描角度的方向向左。则记录该垂直扫描角度βr与水平扫描角度αr作为校正角度，并将该校正角度固化为恒量进行记录。
则当该激光扫描系统重新开机时，水平扫描步进电机21和垂直扫描步进电机31进行随机扫描，直至扫描到该预设参照物，则从当前扫描角度回调该校正角度，以找到该经过标定过的零点，使得后续的捕获、跟踪、引导过程具有更高的准确性。
在基于激光扫描的飞机入坞引导系统100初次安装时，还需要执行引导线设置步骤，具体步骤为：
将一个标定物体分别立于引导线上的两个位置，该标定物体可以是人或者比人更大的标定板，这两个位置中，一个是引导线与停止线的交点，即停止点，另一个是尽可能远、最远可至100米、且仍处于引导线直线上的位置；分别对这两个位置上的标定物体进行多次水平扫描，将扫描得到的点转换为x-y-z三维坐标，截取z坐标在一定范围的点，作为扫描标定物体得到的点，该范围的优选值是0.5米～1.5米；分别对这两个位置，计算扫描标定物体得到的点的平均坐标，由此得到这两个位置的x-y坐 标，做一条直线穿过这两个位置，得到引导线的方程y＝kgx+bg；再做一条垂直于引导线的直线，且穿过第一个位置，即停止点位置，得到停止线的方程y＝ksx+bs。对于多个停止线的引导线，设置不同的bs值并记录该方程，得到多个停止点位置和停止线方程。
当引导线恰好与系统垂直时，记录引导线方程为x＝bg，记录停止线为y＝bs。
完成了前述的标定以及校正过程，基于激光扫描的飞机入坞引导系统100开始执行捕获步骤。本发明的基于激光扫描的飞机入坞引导方法，整体包括三个步骤：捕获步骤、引导步骤和跟踪步骤。
捕获步骤用于对飞机机头的预计出现位置进行水平方向的激光扫描，获取激光扫描的回波数据，根据一判断条件对该回波数据进行判断，以判断飞机是否出现。
引导步骤用于在飞机出现后，对飞机机头进行水平方向的激光扫描，获取激光扫描的回波数据并据以判断飞机的机鼻位置；
跟踪步骤用于在飞机行进过程中，通过调整该激光扫描的垂直扫描角度，跟踪该机鼻位置，并根据该机鼻位置解算出的该飞机位姿(包括距离和偏离方向)进行实时显示。
具体来说，对于捕获步骤，参阅图6所示，已经预先分配好该机位将停靠的机型或特定的某架飞机，则应该停放的飞机的机鼻高度h是预先知道的，系统100的安装高度为H，场景定义中系统100距离捕获区的最远边缘的距离为s。
在该捕获步骤中，激光扫描系统将对飞机机头的预计出现位置进行水平方向的激光扫描，获取激光扫描的回波数据，并根据一判断条件对该回波数据进行判断，以识别飞机是否出现。
具体来说，飞机机头的预计出现位置为捕获区的最远边缘s、高度为飞机机鼻高度h的位置。则系统100的垂直激光扫描装置3的初始的垂直扫描角度β(与水平线的夹角)为：
Figure PCTCN2015083204-appb-000009
图7所示为本发明的捕获步骤的流程示意图。
步骤101，激光扫描系统对飞机机头的预计出现位置进行水平扫描，获取回波数据。
激光扫描系统不断获得同一行的数据，特别是同一行的测距值。在飞机出现前，激光扫描系统得到的数据应该是超过最远距离的错误返回，或者远大于边缘距离的结果。当飞机出现时，预计激光扫描系统获得的数据dis_predict是：
Figure PCTCN2015083204-appb-000010
步骤102，对回波数据进行统计。
以回波数据中在dis_predict上下一定范围内的点为感兴趣的点，如在dis_predict±5m范围内的点为感兴趣的点。
统计一次水平扫描所得到的一行数据中，感兴趣的点的总个数CountTotal。
该行数据中既包括感兴趣的点也包括非感兴趣的点，寻找该行中连续出现的感兴趣的点，其中可能找到多段连续的感兴趣的点。从多段连续的感兴趣的点中，寻找拥有最小数据Lmin的那一段。该最小数据所对应的点可视为预计机鼻点。拥有最小数据Lmin的那一段的点的总个数为CountMin。
步骤103，判断CountMin/CountTotal是否大于一阈值，如果是，执行步骤104，如果否，执行步骤101。
该阈值范围为0.3～0.7，优选为0.5。
步骤104，根据该回波数据的总数计算飞机宽度，判断该飞机宽度是否不小于一宽度阈值，如果是，执行步骤105，如果否，执行步骤101。
由于每个机位已经预先分配给特定型号的飞机，故而该型号的飞机的各项参数均为已知。则此时可根据实际入坞飞机的宽度数据做进一步的判断，以识别当前入坞的飞机是否符合预定型号的参数要求，进而判断当前入坞的飞机是否是预先分配的该特定型号的飞机。
计算当前入坞的飞机宽度width_cal。
width_cal＝Lmin*sin(CountTotal*R)
R是带动反射镜转动的步进电机每次测量所转动的角度。
判断飞机宽度是否符合width_cal≥width*Q，Q为宽度判别参数，该宽度判别参数可优选为0.7。width为该特定型号的飞机的飞机宽度。如果符合，执行步骤105，如果否，执行步骤101，继续进行扫描。
步骤105，计算飞机高度z，判断计算得到的飞机高度是否处于预定范围，如果是，执行步骤106，如果否，执行步骤101。
与步骤104类似的，此步骤继续对入坞飞机的高度数据进行判断，以精准识别当前入坞的飞机是否符合预定型号的参数要求，进而判断当前入坞的飞机是否是预先分配的该特定型号的飞机。
飞机高度z即为机鼻高度。在第一次进行步骤101的激光扫描时，所获得的回波 数据中的Lmin所对应的点，即视为预计机鼻点。
z＝H-Lmin*sinβ
判断飞机高度是否符合h-w≤z≤h+w。h为该特定型号的飞机的已知机鼻高度，w为优选0.5m的高度阈值参数。
如果符合，视为当前入坞飞机就是该特定型号的飞机，则继续执行步骤106，如果不符合，执行步骤101。
步骤106，判断飞机是否前行一特定距离，如果否，执行步骤101，如果是，计算捕获到的飞机的预计机鼻点的三维坐标，并继续执行后续引导步骤以及跟踪步骤。
该特定距离例如为10米。本发明从飞机进入捕获区开始，在行进10米范围内进行反复扫描并判断，一旦飞机符合特定机型并行进超过10米，获取飞机的预计机鼻点的三维坐标。飞机前行该特定距离即进入引导区。
预计机鼻点的三维坐标可根据激光扫描系统的回波数据中Lmin所对应的点，以及与该点对应的垂直、水平激光扫描装置的偏转角度β、α进行换算。
x＝Lmin*sinα*cosβ
y＝Lmin*cosα*cosβ
z＝H-Lmin*sinβ
在另一实施例中，在步骤101与102之间，还可包括一步骤1011，预处理步骤。该预处理步骤用于在获取到该回波数据时，先对该回波数据进行中值滤波，再判断飞机是否出现。该预处理步骤也可以在任何一次收到回波数据时使用，对回波数据进行预处理后再执行后续步骤。
数据预处理的主要目的是保证数据的有效性和实时性。其主要包含的内容是：杂散噪声点去除以及数据点坐标转换。
将步骤101所进行的一次扫描所获得的一行数据定义为点集P(d1,d2,d3,…,dN)。定义前向数据差Δd＝dj-dj-1。
对于连续曲面上的相邻点，Δd很小；由于存在噪声点，且假设该噪声点的值为dj，通常噪声点值与其相邻点dj-1和Δdj+1的两个差值Δd会较大。
取排序模长s＝5，即取中值排序点(dj-2,dj-1,dj,dj+1,dj+2)进行滤波，其中dj为噪声点。
为区分噪声点和不同扫描平面上的点，需要对数据进行重排。对任意相邻激光点(dj-2,dj-1,dj,dj+1,dj+2)，若dj的值和dj-1距离满足：|dj-dj-1|≥1m。则对 (dj-2,dj-1,dj,dj+1,dj+2)重新从小到大排序后得到新序列(ds-2,ds-1,ds,ds+1,ds+2)，将dj修改为新序列的中值ds(即dj＝ds)。以此可达到滤除突变点dj并将其值修改为邻近点的值，其他值在原有序列中的位置和值都不变。
中值滤波的主要步骤为：
1.逐次比较相邻数据点的距离值Δdj＝dj-dj-1；
2.判断每个Δdj是否大于设定阈值(1m)，若是则提取dj的邻域(dj-2,dj-1,dj,dj+1,dj+2)；
3.对提取数据序列(dj-2,dj-1,dj,dj+1,dj+2)重新按数值从小到大排序后得到新序列(ds-2,ds-1,ds,ds+1,ds+2)，并将用中间点值ds替代dj的值，其他值在原有序列中的位置和值都保持不变。
为保证中值滤波的稳定性，在进行迭代开始时需要在初始化阶段将起始的两个值设定为相等且为0(d0＝d1＝0)。以此获得较稳定的中值滤波迭代。
步骤106后继续执行该引导步骤，如图9为所示引导步骤的流程示意图，该引导步骤进一步包括：
步骤201，飞机进入引导区后，以预定垂直扫描角度扫描飞机的预计机鼻点位置，获得回波数据，从中截取落在机头的目标点，将该目标点从极坐标数据转换为三维空间数据。
该目标点的选取规则与前述的感兴趣点的选取规则一致。
步骤202，从该目标点中提取Y方向最短的点作为最近点(Xd，Yd)。
步骤203，利用该目标点进行曲线拟合，获取曲线的顶点。
假设落在机头上的目标点的点集为S(p1、p2…pi…pI)，i为目标点的序号，I为目标点的总数。其中取每个目标点pi的X轴、Y轴坐标为(xi,yi)，对所有目标点进行用二次多项式拟合，即
p(x)＝a0+a1x+a2x2
根据最小二乘法则，可以得到a0,a1,a2的值。
求出二次曲线方程之后便可求出该曲线的顶点(X0，Y0)，记该点的坐标为(xmin,ymin)，该点为机鼻位置点。
其中
Figure PCTCN2015083204-appb-000011
根据(xmin,ymin)到目标点的点集S中去进行匹配，找到X轴Y轴数据与(xmin,ymin)一致的点，以(xmin,ymin)以及该点的Z轴数据共同组 成机鼻位置的三维坐标(xn,yn,zn)。
步骤204，根据该最近点(Xd，Yd)的Xd值与该顶点的Xmin值的差值，确定该最近点以及该顶点中之一为该机鼻位置。
ΔX＝∣Xd-Xmin∣
判断ΔX是否小于一预设阈值，如果否，以(X0，Y0)为机鼻点，如果是，以最近点(Xd，Yd)为机鼻点。如此可准确的定位机鼻点。该预设阈值优选为50厘米。
以机鼻点的坐标，根据引导线的方程和停止线的方程，计算机鼻点到引导线的偏离距离，和机鼻点到停止线的剩余距离。
步骤205，对该机鼻位置在信息显示单元6上进行显示。
定位好机鼻以后，由于飞机不断运动，所以激光扫描系统需要实时根据飞机机鼻的位置更新扫描位置以随时确定飞机的实时位置。故而，步骤204之后继续执行一跟踪步骤。如图10所示为飞机跟踪的俯视示意图。如图11所示为跟踪步骤的流程示意图。
跟踪步骤包括：
步骤301，以预定垂直扫描角度β扫描飞机的机鼻点位置，记录此时机鼻点到x轴的垂直距离Y10。
步骤302，随着飞机前进，保持当前垂直扫描角度不变继续进行水平扫描。
步骤303，通过定位算法找到当前机鼻点并记录机鼻点到x轴的垂直距离Y20，并随时在信息显示单元6上显示该当前机鼻点。
该定位算法为，在保持垂直扫描角度β进行水平扫描时，飞机在前进，则当前收到的回波数据中的最小的测距值也在逐渐减小，而飞机的外形是固定的，且数据已知，则根据收到的回波数据以及已知特定型号的飞机的外形数据，则可以判断出保持垂直扫描角度β进行水平扫描时所扫到飞机的具体位置，则借助特定型号的飞机的外形数据，通过换算可以知道当前的机鼻点所在位置。
步骤304，计算运动距离Y30＝Y10-Y20。
步骤305，判断Y30是否满足给定的阈值范围要求，如果是，执行步骤306，如果否，执行步骤302。
当Y10大于等于20米时，阈值设为5米，当Y10小于20米时，阈值设为1米，判断该Y30是否小于该阈值。
步骤306，判断飞机是否达到停止线，如果是执行步骤308，如果否，执行步骤307。
步骤307，在当前机鼻点处进行一次垂直扫描，得到飞机轮廓，找到飞机轮廓的抛物线顶点，从而计算出垂直扫描角度的改变量β'同时，根据Y20计算垂直扫描角度的预计改变量β”，计算d＝|β'-β”|，如果d满足改变量阈值要求，采用β'调整垂直扫描角度，如果不满足，采用β”调整垂直扫描角度，执行步骤302。所述阈值取值范围在0.3～1°，优选值0.5°。
垂直扫描的步骤与步骤203一致。
其中，
Figure PCTCN2015083204-appb-000012
步骤308，持续跟踪预定时间，判断飞机是否继续移动。
步骤309，如果是，发出警报，执行步骤306，如果否，停止跟踪。
由此本发明可随时调整垂直扫描角度以随时扫描到机鼻点的实际位置，实现对机鼻点的跟踪与显示。
除上述步骤外，本发明在飞机进入机型识别与身份验证区后，还包括机型识别的步骤，如果在机型识别的步骤中发现当前飞机与该机位应当停放的飞机的机型不符，未通过对应的验证条件，则发出警示信息。机型识别包括：机鼻高度验证、机舱宽度验证、机头俯视轮廓验证、机头侧视轮廓验证和飞机引擎验证中的一种或几种。
针对不同需求，可对上述验证条件进行分级，可以获得以下几个级别：
Level1——验证机鼻高度和机舱宽度；
Level2——验证机鼻高度，机舱宽度和机头俯视轮廓正确；
Level3——验证机鼻高度，机舱宽度，机头俯视轮廓和机头侧视轮廓正确；
Level4——验证机鼻高度，机舱宽度，机头俯视轮廓和机头侧视轮廓正确，以及飞机引擎个数正确，引擎间距离正确。
安全等级越高，飞机机型验证和身份识别正确的条件越苛刻，也需要更多的时间。因此可以根据机场站坪引导线长度和飞机机型选择相应的验证等级。
另外，扫描引擎的同时，也可以通过得到的位置和机鼻-引擎之间的相对位置关系，解算出机鼻的位置，以用于对飞机进行定位。
该机鼻高度验证的过程等同于步骤105。
该机舱宽度验证的过程等同于步骤104。
该机头俯视轮廓验证包括：将水平方向的激光扫描获得的多个回波数据的三维数 据(xi,yi,zi)代入预设的机头的俯视轮廓方程y＝fn(x)。预设的机头的俯视轮廓方程对应通过机头机鼻的截面，且该截面和地面平行，该截面轮廓投影在地面上为一条曲线。水平拟合点误差为
Figure PCTCN2015083204-appb-000013
水平拟合最大误差
Figure PCTCN2015083204-appb-000014
设ΔDH＝0.3m，若DH＜ΔDH，则可认为机头的俯视轮廓验证通过，ΔDH为俯视验证阈值，i为回波数据的目标点的序号，n为俯视方程的拟合次数，n优选值为7。
该机头侧视轮廓验证包括：将垂直方向的激光扫描获得的多个回波数据的三维数据(xi,yi,zi)代入预设的机头的侧视轮廓方程z＝gm(y)。预设的机头的侧视轮廓方程对应通过机头机鼻的截面且该截面和地面垂直，在坐标系中将该截面轮廓投影在yoz平面上并对该曲面边界进行高次曲线拟合。垂直拟合点误差为
Figure PCTCN2015083204-appb-000015
垂直拟合最大误差
Figure PCTCN2015083204-appb-000016
设ΔDV＝0.3m，若DV＜ΔDV，则可认为机头的侧视轮廓验证通过，ΔDV为侧视验证阈值，i为回波数据的目标点的序号，m为侧视方程的拟合次数，m优选值为11。
该飞机引擎验证包括：
步骤41，根据该机鼻位置计算引擎位置，对该引擎位置进行水平方向的激光扫描以及垂直方向的激光扫描。
由于应当停放于该机位的机型是确定的，故而机鼻位置与每个引擎位置的相对位置关系是确定的，根据机鼻位置可以换算出每个引擎位置。
已知飞机机鼻和引擎中心的坐标差为(Δxn,Δyn,Δzn)，已获取的机鼻坐标为(xn,yn,zn)。则理论引擎中心坐标为pegn(xn+Δxn,yn+Δyn,zn+Δzn)。调制激光垂直反射镜32的偏转角度，使激光可以扫描到该理论上的引擎中心，并进行水平扫描。
步骤42，将水平方向的激光扫描得到的回波数据转换到x-y-z三维坐标，寻找距离理论引擎中心最近的坐标点，并寻找与该最近的坐标点连续的点，得到一点集，点集中最左端和最右端的两个点的距离作为引擎宽度，该两个点的中点为引擎中心的水平坐标xegn。
“连续的点”要求是其中相邻点的距离不超过20cm。
步骤43，将垂直方向的激光扫描得到的回波数据转换到x-y-z三维坐标，寻找距离理论引擎中心最近的坐标点，并寻找与该最近的坐标点连续的点，得到一点集，点集中最上端和最下端的两个点的距离作为引擎高度，该两个点的中点为引擎中心的离地高度zegb。
步骤44，如果可以找到一组xegn和zegb，视为找到一个引擎，多次扫描不同的引擎可 以获得引擎的个数negn。
步骤45，判断引擎的个数与预定个数是否一致，如不一致，视为飞机引擎验证失败。
步骤46，判断该引擎中心的水平坐标或该引擎中心的离地高度与标准值的差距是否超过阈值(例如30cm)，如果是，视为飞机引擎验证失败。
步骤47，判断该引擎宽度或该引擎高度与标准值的差距是否超过阈值(例如20cm)，如果是，视为引擎验证失败。
本发明可实现对飞机的捕获、引导和跟踪，通过准确的激光扫描得到飞机的实时位置并进行显示，以给予飞行员泊位提示，另外，可并对机型进行自动识别验证，提高飞机入坞的安全性。

Claims (16)

  1. 一种基于激光扫描的飞机入坞引导方法，其特征在于，包括：
    捕获步骤，对飞机机头的预计出现位置进行水平方向的激光扫描，获取激光扫描的回波数据，根据一判断条件对该回波数据进行判断，以确定飞机是否出现；
    引导步骤，在飞机出现后，对飞机机头进行水平方向的激光扫描，获取激光扫描的回波数据并据以判断飞机的机鼻位置；
    跟踪步骤，在飞机行进过程中，通过调整该激光扫描的垂直扫描角度，跟踪该机鼻位置，并对该机鼻位置进行实时显示。
  2. 如权利要求1所述的方法，其特征在于，该捕获步骤之前还包括零点标定步骤，该零点标定步骤包括设备安装零点标定步骤，执行于激光扫描系统初次安装时，该设备安装零点标定步骤包括水平零点测量步骤和垂直零点测量步骤；
    该水平零点测量步骤包括：
    该激光扫描系统以固定垂直扫描角度向地面的一标定区域进行水平扫描，将该标定区域等分为N个小区域，对每个小区域的边界点进行测距，从获得的测距值中找出最小值，以具有最小值的边界点为中心，确定一扩展区域，以该扩展区域中的具有最小测距值时水平反射镜所处的位置作为水平零点；
    该垂直零点测量步骤包括：
    该激光扫描系统在垂直扫描角度β1进行测距得到第一距离值L1，针对该垂直扫描角度β1向上调整λ角度再次测距得到第二距离值L2，利用公式
    L1*sinβ1＝L2*sin(β1-λ)
    计算β1，以垂直反射镜在当前位置向上旋转(β1-λ)角度时所处的位置为垂直零点。
  3. 如权利要求2所述的方法，其特征在于，该零点标定步骤还包括零点校正步骤，该零点校正步骤包括：
    在该设备安装零点标定步骤执行完毕后，该激光扫描系统从零点起逐步调整扫描角度直至扫描到一预设参照物，记录此时的扫描角度作为校正角度；
    当该激光扫描系统重新开机时，该激光扫描系统在扫描到该预设参照物后，回调该校正角度，以找到该零点。
  4. 如权利要求1所述的方法，其特征在于，该判断条件进一步包括：
    A、判断具有连续且具有最小测距值的感兴趣点的个数与回波数据的总数之比是 否大于一阈值；
    B、根据该回波数据的总数计算飞机宽度，判断该飞机宽度是否不小于一宽度阈值；以及
    C、计算飞机高度，判断计算得到的飞机高度是否处于预定范围；
    其中，该感兴趣点的测距值在一规定的预测范围内。
  5. 如权利要求1所述的方法，其特征在于，该捕获步骤在获取该回波数据时，先对该回波数据进行中值滤波，再判断飞机是否出现。
  6. 如权利要求1所述的方法，其特征在于，该引导步骤进一步包括：
    从该回波数据中，截取落在机头的目标点，将该目标点从极坐标数据转换为三维空间数据；
    从该目标点中提取Y方向值最小的点作为最近点；
    利用该目标点进行曲线拟合，获取曲线的顶点；
    根据该最近点的X值与该顶点的X值的差值，确定该最近点以及该顶点中之一为该机鼻位置。
  7. 如权利要求1所述的方法，其特征在于，该跟踪步骤进一步包括：
    在飞机进行过程中以预定垂直扫描角度扫描飞机的机鼻位置；
    根据回波数据计算飞机的当前机鼻点；
    对该当前机鼻点进行垂直扫描，根据扫描得到的抛物线的顶点计算垂直扫描角度的改变量，并据以改变该垂直扫描角度，或者，根据该当前机鼻点计算垂直扫描角度的改变量，并据以改变该垂直扫描角度。
  8. 如权利要求1所述的方法，其特征在于，还包括机型识别的步骤，包括：机鼻高度验证、机舱宽度验证、机头俯视轮廓验证、机头侧视轮廓验证和飞机引擎验证中的一种或几种；
    该机鼻高度验证包括：如果机鼻高度与预设机鼻高度之差在一预设范围内，视为通过机鼻高度验证；
    该机舱宽度验证包括：寻找该回波数据中x坐标相差最大的两个点，将这两个点的直线距离作为机舱宽度，如果该机舱宽度大于理论机舱宽度与一宽度系数的乘积，视为通过机舱宽度验证；
    该机头俯视轮廓验证包括：将水平方向的激光扫描获得的回波数据(xi,yi,zi)代入预设的俯视轮廓方程y＝fn(x)，水平拟合点误差为
    Figure PCTCN2015083204-appb-100001
    水平拟合最大 误差
    Figure PCTCN2015083204-appb-100002
    若DH＜ΔDH，则可认为机头的俯视轮廓验证通过，ΔDH为俯视验证阈值，i为回波数据的目标点的序号，n为俯视方程的拟合次数；
    该机头侧视轮廓验证包括：将垂直方向的激光扫描获得的回波数据(xi,yi,zi)代入预设的俯视轮廓方程z＝gm(y)，垂直拟合点误差为
    Figure PCTCN2015083204-appb-100003
    垂直拟合最大误差
    Figure PCTCN2015083204-appb-100004
    若DV＜ΔDV，则可认为机头的侧视轮廓验证通过，ΔDV为侧视验证阈值，i为回波数据的目标点的序号，m为侧视方程的拟合次数；
    该飞机引擎验证包括：
    根据该机鼻位置计算引擎位置，对该引擎位置进行水平方向的激光扫描以及垂直方向的激光扫描；
    将水平方向的激光扫描得到的回波数据转换到x-y-z三维坐标，寻找距离理论引擎中心最近的坐标点，并寻找与该最近的坐标点连续的点，得到一点集，点集中最左端和最右端的两个点的距离作为引擎宽度，该两个点的中点为引擎中心的水平坐标；
    将垂直方向的激光扫描得到的回波数据转换到x-y-z三维坐标，寻找距离理论引擎中心最近的坐标点，并寻找与该最近的坐标点连续的点，得到一点集，点集中最上端和最下端的两个点的距离作为引擎高度，该两个点的中点为引擎中心的离地高度；
    判断引擎的个数与预定个数是否一致，如不一致，视为飞机引擎验证失败；
    判断该引擎中心的水平坐标或该引擎中心的离地高度与标准值的差距是否超过阈值，如果是，视为飞机引擎验证失败；
    判断该引擎宽度或该引擎高度与标准值的差距是否超过阈值，如果是，视为引擎验证失败。
  9. 一种基于激光扫描的飞机入坞引导系统，其特征在于，包括：
    捕获单元，用于对飞机机头的预计出现位置进行水平方向的激光扫描，获取激光扫描的回波数据，根据一判断条件对该回波数据进行判断，以判断飞机是否出现；
    引导单元，用于在飞机出现后，对飞机机头进行水平方向的激光扫描，获取激光扫描的回波数据并据以判断飞机的机鼻位置；以及
    跟踪单元，用于在飞机行进过程中，通过调整该激光扫描的垂直扫描角度，跟踪该机鼻位置，并对该机鼻位置进行实时显示。
  10. 如权利要求9所述的系统，其特征在于，该系统还包括零点标定单元，该零点标定单元包括设备安装零点标定单元，该设备安装零点标定单元包括水平零点测量单元和垂直零点测量单元；
    该水平零点测量单元包括：
    使激光扫描系统以固定垂直扫描角度向地面的一标定区域进行水平扫描，将该标定区域等分为N个小区域，对每个小区域的边界点进行测距，从获得的测距值中找出最小值，以具有最小值的边界点为中心，确定一扩展区域，以该扩展区域中的具有最小测距值时水平反射镜所处的位置作为水平零点的单元；
    该垂直零点测量单元包括：
    使该激光扫描系统在垂直扫描角度β1进行测距得到第一距离值L1，针对该垂直扫描角度β1调整λ度再次测距得到第二距离值L2，利用公式
    L1*sinβ1＝L2*sin(β1-λ)
    计算β1，以垂直反射镜在当前位置向上旋转(β1-λ)角度时所处的位置为垂直零点的单元。
  11. 如权利要求10所述的系统，其特征在于，该零点标定单元还包括零点校正单元，该零点校正单元包括：
    使该激光扫描系统从零点起逐步调整扫描角度直至扫描到一预设参照物，记录此时的扫描角度作为校正角度，并当该激光扫描系统重新开机时，该激光扫描系统在扫描到该预设参照物后，回调该校正角度，以找到该零点的单元。
  12. 如权利要求9所述的系统，其特征在于，该判断条件进一步包括：
    A、判断具有连续且具有最小测距值的感兴趣点的个数与回波数据的总数之比是否大于一阈值；
    B、根据该回波数据的总数计算飞机宽度，判断该飞机宽度是否不小于一宽度阈值；以及
    C、计算飞机高度，判断计算得到的飞机高度是否处于预定范围；
    其中，该感兴趣点的测距值在一规定的预测范围内。
  13. 如权利要求9所述的系统，其特征在于，该捕获单元包括：在获取该回波数据时，先对该回波数据进行中值滤波，再判断飞机是否出现的单元。
  14. 如权利要求9所述的系统，其特征在于，该引导单元进一步包括：
    从该回波数据中，截取落在机头的目标点，将该目标点从极坐标数据转换为三维空间数据的单元；
    从该目标点中提取Y方向最短的点作为最近点的单元；
    利用该目标点进行曲线拟合，获取曲线的顶点的单元；
    根据该最近点的X值与该顶点的X值的差值，确定该最近点以及该顶点中之一为 该机鼻位置的单元。
  15. 如权利要求9所述的系统，其特征在于，该跟踪单元进一步包括：
    在飞机进行过程中以预定垂直扫描角度扫描飞机的机鼻位置的单元；
    根据回波数据计算飞机的当前机鼻点的单元；
    对该当前机鼻点进行垂直扫描，根据扫描得到的抛物线的顶点计算垂直扫描角度的改变量，并据以改变该垂直扫描角度，或者，根据该当前机鼻点计算垂直扫描角度的改变量，并据以改变该垂直扫描角度的单元。
  16. 如权利要求9所述的系统，其特征在于，还包括机型识别单元，该机型识别单元包括：机鼻高度验证单元、机舱宽度验证单元、机头俯视轮廓验证单元、机头侧视轮廓验证单元和飞机引擎验证单元中的一种或几种；
    该机鼻高度验证单元包括：如果机鼻高度与预设机鼻高度之差在一预设范围内，视为通过机鼻高度验证的单元；
    该机舱宽度验证单元包括：寻找该回波数据中x坐标相差最大的两个点，将这两个点的直线距离作为机舱宽度，如果该机舱宽度大于理论机舱宽度与一宽度系数的乘积，视为通过机舱宽度验证的单元；
    该机头俯视轮廓验证单元包括：将水平方向的激光扫描获得的回波数据(xi,yi,zi)代入预设的俯视轮廓方程y＝fn(x)，水平拟合点误差为
    Figure PCTCN2015083204-appb-100005
    水平拟合最大误差
    Figure PCTCN2015083204-appb-100006
    若DH＜ΔDH，则可认为机头的俯视轮廓验证通过的单元，ΔDH为俯视验证阈值，i为回波数据的目标点的序号，n为俯视方程的拟合次数；
    该机头侧视轮廓验证单元包括：将垂直方向的激光扫描获得的回波数据(xi,yi,zi)代入预设的俯视轮廓方程z＝gm(y)，垂直拟合点误差为
    Figure PCTCN2015083204-appb-100007
    垂直拟合最大误差
    Figure PCTCN2015083204-appb-100008
    若DV＜ΔDV，则可认为机头的侧视轮廓验证通过的单元，ΔDV为侧视验证阈值，i为回波数据的目标点的序号，m为侧视方程的拟合次数；
    该飞机引擎验证单元包括：
    根据该机鼻位置计算引擎位置，对该引擎位置进行水平方向的激光扫描以及垂直方向的激光扫描的单元；
    将水平方向的激光扫描得到的回波数据转换到x-y-z三维坐标，寻找距离理论引擎中心最近的坐标点，并寻找与该最近的坐标点连续的点，得到一点集，点集中最左端和最右端的两个点的距离作为引擎宽度的单元，该两个点的中点为引擎中心的水平坐标；
    将垂直方向的激光扫描得到的回波数据转换到x-y-z三维坐标，寻找距离理论引 擎中心最近的坐标点，并寻找与该最近的坐标点连续的点，得到一点集，点集中最上端和最下端的两个点的距离作为引擎高度的单元，该两个点的中点为引擎中心的离地高度；
    判断引擎的个数与预定个数是否一致，如不一致，视为飞机引擎验证失败的单元；
    判断该引擎中心的水平坐标或该引擎中心的离地高度与标准值的差距是否超过阈值，如果是，视为飞机引擎验证失败的单元；
    判断该引擎宽度或该引擎高度与标准值的差距是否超过阈值，如果是，视为引擎验证失败的单元。
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CN116258765A (zh) * 2023-05-11 2023-06-13 中航成飞民用飞机有限责任公司 一种飞机货舱门引导锁内腔廓线的确定方法及装置

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