Aircraft towing whole-machine anti-collision early warning system and method

Abstract

The application discloses an airplane traction whole-machine anti-collision early warning system and method, and the airplane traction whole-machine anti-collision early warning system is applied to an airport apron environment and comprises a positioning module, a storage module, a sensing module and a processing module. The sensing module is used for sensing the hinged angle information of an airplane tractor and the airplane. The processing module is configured to receive real-time position information of the airplane tractor, data information of the airport apron environment and the hinged angle information of the airplane tractor and the airplane, determine the real-time pose of the airplane according to the real-time position information of the airplane tractor, the data information of the airport apron environment and the hinged angle information of the airplane tractor and the airplane, construct an anti-collision model, and divide a safety area. The airplane traction whole-machine anti-collision early warning system is also used for identifying equipment entering the safety area and giving corresponding anti-collision early warning signals.

Description

Technical Field

[0001] This invention relates to the field of airport ground towing technology, and in particular to an aircraft towing collision avoidance early warning system and method. Background Technology

[0002] The rapid development of China's civil aviation industry and the increase in aircraft takeoffs and landings have put greater pressure on aircraft ground service equipment such as aircraft towing vehicles. Simultaneously, the proposal and construction of green civil aviation and smart airports have led to the design and development of various electric and intelligent aircraft towing equipment. The application of unmanned aircraft towing vehicles based on big data can not only reduce labor costs for ground operators but also lower the probability of human-caused accidents and improve the efficiency of collaborative operation of airport ground equipment.

[0003] While unmanned aerial vehicle (UAV) towing technology is developing rapidly, safety issues during aircraft towing have become a new potential danger. Existing airport ground-based automatic intelligent aircraft towing systems and methods, although they have taken obstacle avoidance measures, are only effective for the aircraft towing vehicle itself. Due to the limited sensing range of sensors, there are large blind spots around the aircraft, which is very detrimental to the safety of the aircraft towing process. Summary of the Invention

[0004] In view of the above-mentioned defects or improvement needs of the existing technology, the present invention provides an aircraft-to-the-whole-aircraft collision avoidance warning system and method, which can realize collision avoidance warning for the entire aircraft towing.

[0005] To achieve the above objectives, the present invention adopts the following technical solution.

[0006] In some embodiments, an aircraft towing collision avoidance warning system is provided. The aircraft towing collision avoidance warning system is applied to an airport apron environment. The aircraft towing collision avoidance warning system includes at least one aircraft towing vehicle. The aircraft towing vehicle is a poleless aircraft towing vehicle used for towing an aircraft.

[0007] The aircraft towing collision avoidance warning system further includes a positioning module, a storage module, a sensing module, and a processing module; the processing module is connected to the positioning module, the storage module, and the sensing module.

[0008] The positioning module is used to determine the real-time location information of the aircraft towing vehicle;

[0009] The storage module is used to store data information about the airport apron environment;

[0010] The sensing module is used to sense the articulation angle information between the aircraft tractor and the aircraft;

[0011] The processing module is configured to receive the real-time position information of the aircraft towing vehicle, the data information of the airport apron environment, and the articulation angle information between the aircraft towing vehicle and the aircraft; determine the real-time pose of the aircraft based on the real-time position information of the aircraft towing vehicle, the data information of the airport apron environment, and the articulation angle information between the aircraft towing vehicle and the aircraft; construct a collision avoidance model; and divide the safety zone. The collision avoidance model is a three-dimensional collision avoidance model.

[0012] The aircraft towing collision avoidance warning system is also used to identify equipment entering the safe area and provide corresponding collision avoidance warning signals.

[0013] In some embodiments, the airport apron environment includes roads, buildings, and ground equipment, and the data information of the airport apron environment includes the three-dimensional spatial coordinate information of the roads and buildings and the geometric parameter information of the ground equipment.

[0014] In some embodiments, the road includes at least an aircraft runway, an aircraft taxiway, and a pedestrian walkway located within the airport; the building includes at least a jet bridge, a terminal building, and a control tower within the airport; and the ground equipment includes at least an aircraft and an aircraft towing vehicle.

[0015] In some embodiments, the sensing module includes an angle detection device, the aircraft towing vehicle includes a wheel-holding mechanism for holding up the nose landing gear of the aircraft, the angle detection device includes a camera and an image processing module, the camera is installed at a position opposite to the aircraft towing vehicle and the wheel-holding mechanism, and the angle detection device obtains the articulation angle information between the aircraft towing vehicle and the aircraft through image recognition.

[0016] In some embodiments, the positioning module includes an inertial navigation module and a differential GPS module. The positioning module is capable of determining the real-time position information of the aircraft towing vehicle, which includes the vehicle's coordinates and orientation.

[0017] In some embodiments, the positioning module is further configured to acquire the real-time speed and steering angle of the aircraft towing vehicle, and the processing module is further configured to construct a collision avoidance model and delineate a safe zone based on the real-time position information, real-time speed, steering angle of the aircraft towing vehicle, data information of the airport apron environment, articulation angle information between the aircraft towing vehicle and the aircraft, and uncertain influencing factors; the uncertain influencing factors include at least measurement error.

[0018] In some embodiments, the aircraft towing collision avoidance warning system further includes a communication module, and the aircraft towing collision avoidance warning system includes at least two aircraft towing vehicles, the communication module being used for real-time communication between the aircraft towing vehicles.

[0019] In some embodiments, the aircraft towing collision avoidance warning system includes at least a first aircraft towing vehicle and a second aircraft towing vehicle, wherein the first aircraft towing vehicle is used to tow a first aircraft and the second aircraft towing vehicle is used to tow a second aircraft; the first aircraft towing vehicle corresponds to having first towing information and the second aircraft towing vehicle corresponds to having second towing information.

[0020] The first aircraft towing vehicle obtains the second towing information corresponding to the second aircraft towing vehicle through a communication module;

[0021] The second traction information includes information about the second aircraft towing vehicle, information about the second aircraft, and the articulation angle information between the second aircraft towing vehicle and the second aircraft; the information about the second aircraft towing vehicle includes its real-time position, real-time speed, steering angle, and geometric parameters; the information about the second aircraft includes its geometric parameters.

[0022] The processing module is further configured to construct a first collision avoidance model based on the first traction information and divide a first safety zone; construct a second collision avoidance model based on the second traction information and divide a second safety zone; calculate the relative position and relative speed of the first aircraft towing vehicle and the second aircraft towing vehicle; and determine whether there is a possibility of collision based on the first safety zone, the second safety zone, the relative position and the relative speed, and perform remote collision avoidance warning.

[0023] In some embodiments, the sensing module further includes a proximity sensor for identifying ground equipment entering the safe area and acquiring the real-time position and / or speed of the ground equipment, wherein the ground equipment includes at least a food delivery vehicle, a sewage vehicle, and a luggage vehicle; the storage module stores the feature information and geometric parameter information of the ground equipment.

[0024] The processing module is also configured to determine whether there is a possibility of collision based on the real-time position and / or speed of the ground equipment, and to provide a short-range collision avoidance warning.

[0025] In some embodiments, an aircraft-to-traction collision avoidance warning method is also provided, wherein the aircraft-to-traction collision avoidance warning method performs collision avoidance warning according to the aircraft-to-traction collision avoidance warning system as described in any of the above embodiments.

[0026] In the embodiments of this application, the real-time pose of the aircraft can be determined based on the real-time position information of the aircraft towing vehicle, the data information of the airport apron environment, and the articulation angle information between the aircraft towing vehicle and the aircraft, thereby constructing a collision avoidance model and delineating a safe zone. The aircraft towing full-aircraft collision avoidance warning system can also be used to identify equipment entering the safe zone and provide corresponding collision avoidance warning signals. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the overall (including the remote area) of an aircraft towing collision avoidance early warning system constructed according to an embodiment of the present invention.

[0028] Figure 2 This is a schematic diagram of the structure of an aircraft towing collision avoidance warning system according to an embodiment of the present invention.

[0029] Figure 3 This is a schematic diagram of the structure of an aircraft towing vehicle according to an embodiment of the present invention.

[0030] Figure 4 This is a schematic diagram of the structure (including the near-range area) of an aircraft towing collision avoidance warning system according to an embodiment of the present invention.

[0031] Figure 5 This is a schematic diagram of the measurement method of the angle detection device of an aircraft towing collision avoidance warning system according to an embodiment of the present invention; wherein (a) is a schematic diagram of the initial positioning state of the aircraft towing vehicle and the aircraft, and (b) is a schematic diagram of the state in which the aircraft towing vehicle and the aircraft have a certain hinge angle.

[0032] Figure 6 This is a schematic diagram of the measurement method of the angle detection device of an aircraft towing collision avoidance warning system according to an embodiment of the present invention.

[0033] Figure 7 This is a schematic diagram of the kinematic model of an aircraft-to-plane collision avoidance and early warning system according to some embodiments of the present invention.

[0034] Figure 8 This is a schematic diagram of the structure of the nose landing gear of an aircraft according to some embodiments of the present invention. Detailed Implementation

[0035] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0036] In the description of this invention, it should be understood that the terms "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. The interpretation of such terms should be made from the perspective of a person skilled in the art. For example, "above" or "below" should be understood as the positional relationship of the main structure or structure of a component, etc., in its initial state, which may be broken during movement. "...set on" should be understood as the general connection relationship of the components, not necessarily above.

[0037] In this invention, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," "link," and "fix" should be interpreted broadly from the perspective of someone skilled in the art. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0038] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0039] Figure 1 This is a schematic diagram of an aircraft-to-aircraft collision avoidance and early warning system according to an embodiment of the present invention. (Reference) Figure 1 This aircraft towing collision avoidance and warning system is applied to airport apron environments. The system includes at least one aircraft towing vehicle 1, each towing vehicle 1 being used to tow one aircraft 2. In some embodiments, the aircraft towing vehicle is a poleless aircraft towing vehicle, which can directly lift the aircraft's nose landing gear.

[0040] Figure 2 This is a schematic diagram of a model of an aircraft-to-aircraft collision avoidance and early warning system according to an embodiment of the present invention. (Reference) Figure 1-2 The aircraft towing collision avoidance warning system 1000 further includes a positioning module 100, a storage module 200, a sensing module 300, and a processing module 400. The processing module 400 is connected to the positioning module 100, storage module 200, and sensing module 300. The positioning module 100 is used to determine the real-time position information of the aircraft towing vehicle. The storage module 200 is used to store data information of the airport apron environment. The sensing module 300 is used to sense the articulation angle information between the aircraft towing vehicle and the aircraft. The processing module 400 is configured to receive the real-time position information of the aircraft towing vehicle, the data information of the airport apron environment, and the articulation angle information between the aircraft towing vehicle and the aircraft; determine the real-time pose of the aircraft based on these information; construct a collision avoidance model 3; and delineate a safe zone 4. The aircraft towing collision avoidance warning system is also used to identify equipment entering the safe zone and provide corresponding collision avoidance warning signals. In some embodiments, the device is a ground-based device.

[0041] In the embodiments of this application, the storage module 200 stores data information about the airport apron environment, such as the three-dimensional spatial coordinate information of the airport apron environment, including the runway, taxiway, pedestrian walkway, and other pavement surfaces, the boarding bridge, terminal building, control tower, and other buildings, as well as the specific parameter information of ground equipment such as aircraft and aircraft towing vehicles. In the processing module 400, combined with the coordinate information of the aircraft towing vehicle input by the positioning module 100, the relative position of the aircraft towing vehicle in the airport can be determined. When the aircraft towing vehicle lifts the nose landing gear of the aircraft, the position of the nose landing gear in the aircraft towing vehicle can be determined. The model parameters of the aircraft and aircraft towing vehicle stored in the storage module 200, combined with the articulation angle between the aircraft and the aircraft towing vehicle measured by the sensing module 300, can establish a collision avoidance model 3 that considers the overall outline dimensions of the entire aircraft towing collision avoidance warning system, and the corresponding safety zone 4.

[0042] refer to Figure 1In some embodiments of this application, the collision avoidance model 3 is a three-dimensional collision avoidance model. The shape of the collision avoidance model matches the outline shape of the aircraft and the aircraft towing vehicle, and the geometric space of the collision avoidance model 3 is larger than the outline dimensions of the aircraft and the aircraft towing vehicle. The geometric space of the safety zone 4 is larger than the geometric space of the collision avoidance model 3. In some embodiments, the collision avoidance model 3 can be obtained by regularizing and proportionally enlarging the outline dimensions of the aircraft and the aircraft towing vehicle. The collision avoidance model 3 is a regular three-dimensional collision avoidance model. For example, a three-dimensional collision avoidance model can be established according to the main outline dimensions of the aircraft and the aircraft towing vehicle at a ratio of 1:1.1-1:1.2. It is understood that the safety zone 4 is a completely regular geometric space, and a semi-ellipsoidal space can be directly determined based on the maximum length, width, and height of the three-dimensional collision avoidance model. The length, width, and height of the semi-ellipsoidal space are enlarged by a certain proportion relative to the maximum length, width, and height of the three-dimensional collision avoidance model. For example, the length, width, and height of the semi-ellipsoidal space of the safety zone are obtained by enlarging the maximum length, width, and height of the three-dimensional collision avoidance model by 1.1-1.2 times.

[0043] In some embodiments, the airport apron environment includes roads, buildings, and ground equipment, and the data information of the airport apron environment includes the three-dimensional spatial coordinate information of the roads and buildings and the geometric parameter information of the ground equipment.

[0044] In some embodiments, the road includes at least an aircraft runway, aircraft taxiway, and pedestrian walkway located within the airport; the buildings include at least a jet bridge, terminal building, and control tower within the airport; and the ground equipment includes at least an aircraft and an aircraft towing vehicle. The storage module 200 stores data information about the airport apron environment, including static three-dimensional spatial coordinate information of the airport apron environment and geometric parameter information of the ground equipment. In some embodiments, the aircraft's geometric parameter information includes at least the distance between the nose wheel and wing root (l3), fuselage length (l4), fuselage height (h1), vertical tail height (h2), wingspan (d2), and wing sweep angle (α). The aircraft towing vehicle's geometric parameter information includes at least the aircraft towing vehicle's length (l1), distance from the wheel clamping mechanism to the rear wheel axle center (l2), overall width (d1), steering angle (δ), and yaw angle (θ).

[0045] In some embodiments, the sensing module 300 includes an angle detection device for measuring the articulation angle of the aircraft and the aircraft tractor.

[0046] refer to Figure 3 and Figure 4The aircraft towing trolley 1 includes a wheel-holding mechanism 102, which is used to hold up the aircraft's nose landing gear 201. The angle detection device 300 may include a camera 301 and an image processing module. The camera has a photo-taking function and is installed at a position opposite to the wheel-holding mechanism. It is understood that the camera, installed at a position opposite to the wheel-holding mechanism, can capture images of both the wheel-holding mechanism and the aircraft's nose landing gear. Specifically, the image processing module can be integrated into the processing module 400. The processing module 400 has image recognition and processing functions. The angle detection device obtains the articulation angle information between the aircraft towing trolley and the aircraft through image recognition.

[0047] For details, please refer to Figures 5-6 The aircraft's nose landing gear 201 includes an upper shock absorber strut 2011 and a lower shock absorber strut 2012. When the aircraft tractor's wheel-holding mechanism lifts the aircraft's nose landing gear, the tractor's wheel-holding mechanism is fixedly connected to the lower shock absorber strut 2012. After the fixed connection, a camera takes pictures of the aircraft's nose landing gear's shock absorber struts (including the upper shock absorber strut 2011 and the lower shock absorber strut 2012), and a processing module 400 performs image recognition on the upper and lower shock absorber struts, determining their initial relative positions as initial positioning. Figure 5 As shown in (a), feature markings can be performed on the upper cylinder 2011 of the shock absorber strut using image recognition to obtain upper cylinder mark 201A. Similarly, feature markings can be performed on the lower cylinder 2012 of the shock absorber strut using image recognition to obtain lower cylinder mark 201B. It is understood that upper cylinder mark 201A and lower cylinder mark 201B can be feature markings obtained by image processing of the shapes of features on the upper cylinder 2011 and lower cylinder 2012 of the shock absorber strut. The features can be objects fixedly connected to the upper cylinder 2011 and lower cylinder 2012 of the shock absorber strut, respectively. In some embodiments (see reference) Figure 8 The features may include a rotating arm limiting block 2013 between the upper cylinder 2011 and the lower cylinder 2012 of the shock absorber strut, a strut 2014 connected to the upper cylinder 2011, and a torque arm 2015 connected to the lower cylinder 2012. In some embodiments, in the initial positioning, the upper cylinder mark 201A and the lower cylinder mark 201B are aligned, and the hinge angle between the aircraft and the aircraft tractor is 0 degrees. When the aircraft tractor turns the aircraft, the upper and lower cylinders of the shock absorber strut will rotate relative to each other, and their relative positions will change as they rotate, such as... Figure 5As shown in (b). The distance between the upper cylinder mark 201A and the lower cylinder mark 201B on the image is obtained by the angle detection device 300. Combined with the known radius R of the shock absorber strut of the front landing gear, the angle of relative rotation between the upper cylinder 2011 and the lower cylinder 2012 of the shock absorber strut can be calculated (reference). Figure 6 ( ), which refers to the articulation angle between the aircraft tractor and the aircraft. In some embodiments, the camera may be a binocular camera. In the embodiments of this application, the articulation angle of the aircraft and the aircraft towing vehicle is obtained by taking pictures and image processing with a camera, which can avoid damage to the aircraft body, while having high accuracy, high speed, and real-time acquisition of articulation angle information.

[0048] In some embodiments, the positioning module 100 includes an inertial navigation module and a differential GPS module. The positioning module 100 is capable of determining the real-time position information of the aircraft towing vehicle, which includes the vehicle's coordinates and orientation. In some embodiments (see reference) Figure 7 The positioning module 100 can obtain the coordinates of point A (front) and point B (rear) of the aircraft towing vehicle. The orientation of the vehicle body is determined using these coordinates, thus obtaining the real-time position information of the aircraft towing vehicle. Specifically, based on the real-time position information of the aircraft towing vehicle, the data information of the airport apron environment, and the articulation angle information between the aircraft towing vehicle and the aircraft, the overall dimensions of the aircraft are determined, a collision avoidance model is constructed, and a safety zone is defined.

[0049] In some embodiments, the positioning module 100 is further configured to acquire the real-time speed and steering angle of the aircraft towing vehicle, and the processing module is further configured to construct a collision avoidance model and delineate a safe zone based on the real-time position information, real-time speed, steering angle of the aircraft towing vehicle, data information of the airport apron environment, articulation angle information between the aircraft towing vehicle and the aircraft, and uncertain influencing factors. In some embodiments, the real-time speed and steering angle of the aircraft towing vehicle can also be obtained directly from the speed sensor and steering angle sensor on the aircraft towing vehicle.

[0050] The uncertain influencing factors include at least measurement errors. These measurement errors include errors in the aircraft's articulation angle information, the real-time position information of the aircraft's towing vehicle, real-time speed, and steering angle. It is understood that measurement errors can be determined based on empirical measurement data or statistical analysis of a large amount of experimental data; they are generally within a positive and negative deviation range and are errors caused by inherent limitations of the hardware and / or software. By introducing uncertain influencing factors, the collision avoidance model becomes more accurate, ensuring reasonable redundancy in the safety zone division. It is understood that magnification and scale are introduced when establishing the collision avoidance model and safety zone, providing a certain degree of redundancy. In the embodiments of this application, uncertain influencing factors are further considered based on actual measurements, giving the collision avoidance model itself a certain degree of redundancy and making the model more accurate.

[0051] Specifically, such as Figure 7 The diagram below shows a kinematic model of an aircraft-to-aircraft collision avoidance warning system according to some embodiments of this application. This system is used to inversely calculate the real-time attitude of the aircraft. The process and method are as follows:

[0052] The coordinates of point A (front) and point B (rear) of the aircraft towing vehicle are obtained by the positioning module 100, and the coordinate vector of the aircraft towing vehicle is determined. coordinate vector Including the coordinates and orientation of the aircraft tractor, via coordinate vectors The known geometric parameters of the aircraft tractor stored in the storage module are used to determine the coordinates P(x) of the wheel clamping mechanism. p ,y p Based on the measured articulation angle between the aircraft tractor and the aircraft. By combining the known geometric parameters of the aircraft stored in the storage module, the coordinates C(x) of the aircraft tail can be calculated. c ,y c Determine the coordinate vector of the aircraft. Based on the known airframe parameters of the aircraft (fuselage length l4, fuselage height h1, vertical stabilizer height h2, wingspan d2, and wing sweep angle α, etc.), the overall external dimensions of the aircraft can be obtained (including the wingtips R and L at the far ends, and the horizontal stabilizer T). r T l (and the coordinates of the vertical stabilizer U), thus obtaining the real-time attitude of the aircraft.

[0053] Specifically, in some embodiments, the state space of the aircraft-to-plane collision avoidance warning system can be determined by the following kinematic equations, which can correct the aircraft's attitude during towing.

[0054]

[0055] Where v1 is the axial speed of the aircraft tractor. Let X and Y be the velocities of points P and C on the aircraft along the corresponding X and Y axes, respectively. These are the yaw angle and yaw rate of the aircraft towing vehicle, respectively. Let δ be the articulation angle and angular velocity of the aircraft tractor and the aircraft, respectively; δ be the steering angle of the aircraft tractor; and l1, l2, and l4 be the lengths of the aircraft tractor body, the distance from the wheel-holding mechanism to the rear axle center of the aircraft tractor, and the aircraft fuselage, respectively. During the entire operation, the position coordinates P(x) of the aircraft tractor are... p ,y p The axial speed, steering angle, yaw angle, and yaw rate of the aircraft tractor are determined by the positioning module or obtained by the speed sensors on the aircraft tractor. The aircraft's position coordinates C(x) are determined by the positioning module. c ,y c The orientation and attitude are determined by the inverse calculation method described above.

[0056] In the embodiments of this application, the real-time pose of the aircraft is obtained by using a positioning module 100 and an angle detection device 300, combined with pre-stored geometric parameters and kinematic models. This avoids the data acquisition blind spots of existing sensors and solves the collision warning problem of aircraft towing.

[0057] In some embodiments, the aircraft towing collision avoidance and warning system further includes a communication module. The system comprises at least two aircraft towing vehicles, and the communication module is used for real-time communication between the towing vehicles. In some embodiments, the communication module can employ V2V technology to exchange position information, enabling coordinated control of multiple aircraft. This ensures mutual safety during towing and taxiing when multiple aircraft towing vehicles are operating simultaneously.

[0058] In some embodiments, the aircraft towing collision avoidance warning system includes at least a first aircraft towing vehicle and a second aircraft towing vehicle, wherein the first aircraft towing vehicle is used to tow a first aircraft and the second aircraft towing vehicle is used to tow a second aircraft; the first aircraft towing vehicle corresponds to having first towing information and the second aircraft towing vehicle corresponds to having second towing information.

[0059] The first aircraft towing vehicle obtains the second towing information corresponding to the second aircraft towing vehicle through the communication module.

[0060] The second traction information includes information about the second aircraft towing vehicle, information about the second aircraft, and information about the articulation angle between the second aircraft towing vehicle and the second aircraft; the information about the second aircraft towing vehicle includes real-time position information, real-time speed, steering angle, and geometric parameters of the second aircraft, and the information about the second aircraft includes geometric parameters of the second aircraft.

[0061] The processing module 400 is further configured to construct a first collision avoidance model based on the first traction information and divide a first safety zone; construct a second collision avoidance model based on the second traction information and divide a second safety zone; calculate the relative position and relative speed of the first aircraft towing vehicle and the second aircraft towing vehicle; and determine whether a collision is possible based on the first safety zone, the second safety zone, the relative position, and the relative speed, thereby providing a remote collision avoidance warning. The first traction information includes information about the first aircraft towing vehicle, information about the first aircraft, and the articulation angle information between the first aircraft towing vehicle and the first aircraft. The information about the first aircraft towing vehicle includes its real-time position, real-time speed, steering angle, and geometric parameters; the information about the first aircraft includes its geometric parameters. In this embodiment of the application, the first aircraft towing vehicle obtains the second traction information corresponding to the second aircraft towing vehicle through a communication module, overcoming the spatial limitations of sensors and preventing collisions between the first and second aircraft, thus achieving a remote collision avoidance warning. It is understood that in some embodiments, the second aircraft towing vehicle can also obtain the first traction information corresponding to the first aircraft towing vehicle through a communication module.

[0062] In some embodiments, the first aircraft towing vehicle and the second aircraft towing vehicle in the aforementioned remote collision avoidance warning system are two adjacent aircraft towing vehicles. This means that the first aircraft towing vehicle and the second aircraft towing vehicle are the two aircraft towing vehicles closest to each other when multiple aircraft are working together. In some embodiments, the distance between the first aircraft towing vehicle and the second aircraft towing vehicle is no greater than 500m. Limiting the first aircraft towing vehicle and the second aircraft towing vehicle to two adjacent aircraft towing vehicles, with a distance between them no greater than 500m, can improve communication efficiency and reduce unnecessary communication data while ensuring safety.

[0063] In some embodiments, the aircraft towing collision avoidance warning system further includes a cloud platform capable of providing monitoring and alarm cloud platform services. The remote collision avoidance warning can also utilize the cloud platform as a data transmission center, allowing the first and second aircraft towing vehicles to upload or download real-time data of themselves or the target vehicle. The first aircraft towing vehicle is the "first aircraft towing vehicle," and the target vehicle can be the "second aircraft towing vehicle."

[0064] In some embodiments, the cloud platform is connected to a positioning module, a storage module, a sensing module, a processing module, and a communication module. The cloud platform can obtain data information about the airport apron environment from the storage module and obtain a 3D apron scene map based on a 3D global coordinate system of the entire airport apron environment. It is understood that the 3D apron scene map is a digitized apron scene. In some embodiments, the storage module and the processing module can be integrated into the cloud platform. In some embodiments, the 3D global coordinate system can be a 3D coordinate system constructed with the control tower as the origin, representing the entire airport apron. The 3D apron scene map is a 3D scene map constructed based on the 3D global coordinate system, considering the airport environment (including roads, buildings, and equipment). The static 3D scene map can be pre-stored in the storage module after its creation.

[0065] The three-dimensional collision avoidance model and safety zone of the aircraft towing the entire aircraft will be uploaded to the cloud platform in the form of a three-dimensional simulation image, and embedded with the pre-stored three-dimensional apron scene map, displayed on the display device in the control tower. This allows for real-time updates of the three-dimensional apron scene map on the display device. In some embodiments, the display device can be a screen installed in the control tower. With automatic collision avoidance warning functionality, this allows control tower personnel to dynamically monitor and proactively coordinate the aircraft towing and taxiing process and multi-aircraft collaborative operations based on actual conditions, ensuring the orderly and efficient operation of airport ground equipment.

[0066] In some embodiments, the sensing module 300 further includes a proximity sensing device for identifying ground equipment entering the safe area and obtaining the real-time position and speed of the ground equipment. The ground equipment includes at least a food delivery vehicle, a sewage vehicle, and a luggage vehicle. The storage module 200 stores the feature information and geometric parameter information of the ground equipment.

[0067] The processing module 400 is further configured to determine whether there is a possibility of collision based on the real-time position and / or speed of the ground equipment, and to provide a short-range collision avoidance warning.

[0068] Specifically, such as Figure 3 As shown, the sensing module also includes a rangefinder and an identification device installed on the aircraft towing vehicle. The rangefinder can be a laser rangefinder 101, and the identification device can be a radar and / or a camera 103. Specifically, the radar and / or camera 103 matches and identifies ground equipment entering the safety zone 4 and issues corresponding safety warnings. In some embodiments, the aircraft-towing collision avoidance warning system can match and identify equipment entering the safety zone based on the principle of deep learning, combined with stored equipment information, and provide corresponding real-time collision avoidance warning signals.

[0069] like Figure 4 As shown, when an aircraft is towed into its parking position or near a jet bridge by an aircraft towing vehicle, the laser rangefinder 101, using the Pythagorean ranging principle, scans the wingtips (including ground equipment) of the aircraft, specifically at the distal tips of the wings, vertical stabilizer, and horizontal stabilizer. Each pair of laser rangefinders 101 forms a group, and the measurement scanning area of ​​each group includes the vertical stabilizer area 101U, the horizontal stabilizer area 101M, and the wing area 101D. If an obstacle is found, the distance to the obstacle is acquired. Based on the measured obstacle distance and the geometric parameters of the towed aircraft, such as wingspan d2 and wing height h1, the system predicts in advance whether a collision is possible when the aircraft passes through the measurement plane and makes corresponding warnings and decisions. The aircraft towing collision avoidance warning system uses a Pythagorean ranging-prediction method to determine whether the aircraft can safely pass through the wingtips of the wings, vertical stabilizer, and horizontal stabilizer. This Pythagorean ranging-prediction method overcomes the limitations of radar and / or cameras on the measurement range. It is understood that the measurement area of ​​the laser rangefinder is located in a plane that is perpendicular to the ground and the length direction of the aircraft, with respect to the location of the aircraft towing vehicle. The measurement plane is a cross-section perpendicular to the trajectory that the aircraft is about to pass through. That is, the laser rangefinder measures in advance whether there are obstacles (including ground equipment) within the wingtip range (including height and width) of the wing, vertical tail, and horizontal tail within the cross-section of the aircraft trajectory.

[0070] In some embodiments, the Pythagorean ranging-prediction and matching identification is used in short-range traction collision avoidance processes to predict in advance whether there are obstacles in the aircraft's forward and / or backward trajectory.

[0071] In some embodiments, during the near-field pushback process of the aircraft, i.e., when the aircraft towing vehicle pushes the aircraft out of the parking position or close to the jet bridge, the aircraft towing vehicle can run independently along the pushback path to acquire relevant scene information (including apron equipment and obstacle information, etc.) and perform Pythagorean ranging-prediction and matching identification. If the aircraft can pass smoothly, it returns to continue the pushback process. In this embodiment, it can avoid the situation where the aircraft towing vehicle cannot measure obstacles on the aircraft's trajectory in advance during operation. In this case, the aircraft towing vehicle can run along the aircraft pushback path in advance before pushback.

[0072] In some embodiments, if the pushback path fails to launch the aircraft successfully, the sensing module acquires information about the surrounding environment, including the location and type of ground equipment, other parked aircraft, and obstacles. This information is then compared with the corresponding parameter information stored in the storage module 200 to construct a temporary 3D scene map for the pushback. The processing module then calculates the optimal obstacle avoidance path for the aircraft tow truck to launch the aircraft. Air traffic control personnel can also monitor and actively operate the pushback process using services provided by the monitoring and alarm cloud platform. In some embodiments, the monitoring and alarm cloud platform can also utilize Automatic Dependent Surveillance-Broadcast (ADS-B) technology to acquire dynamic equipment location information on the apron during the pushback process, serving as further pushback collision avoidance warning measures.

[0073] In some embodiments, an aircraft-to-traction collision avoidance warning method is also provided. The aircraft-to-traction collision avoidance warning method performs collision avoidance warning according to the aircraft-to-traction collision avoidance warning system described in any of the above embodiments.

[0074] The aircraft towing collision avoidance warning method provided in some embodiments of this application includes the following steps when implemented:

[0075] The aircraft towing vehicle 1 is first located by the positioning module in the airport environment stored in the storage module; the aircraft towing vehicle 1 lifts the aircraft 2, determines the initial position of the aircraft's nose landing gear 201, and the processing module calculates the real-time attitude of the aircraft based on the aircraft's geometric parameters, and constructs the collision avoidance model 3 of the towing system and divides the safety zone 4.

[0076] During the towing and taxiing process, the positioning module provides the real-time position of the aircraft towing vehicle 1. Combined with the articulation angle of the aircraft 2 and the aircraft towing vehicle 1 measured by the angle detection device, the real-time attitude of the aircraft towing collision avoidance warning system is corrected. When multiple aircraft towing collision avoidance warning systems are running simultaneously, the communication system exchanges the position information between the multiple towing systems to ensure that they are outside their respective safety zones 4, preventing multi-aircraft interference and collisions, thereby realizing remote collision avoidance warning.

[0077] During the process of pushing / pushing the aircraft back onto / out of the jet bridge or parking position, the safety zone 4 is opened, and the collision avoidance model 3 is activated as a further collision avoidance boundary. Sensors such as radar and / or camera 103 match and identify other ground equipment entering the safety zone 4 and issue corresponding safety warnings. At the same time, the laser rangefinder 101 measures the wingtip R and L, and the horizontal stabilizer T in advance. r T l The distance to obstacles at the far end of the aircraft, such as the vertical tail U, is compared with the outer dimensions of the aircraft 1 to determine whether it can pass safely, thereby achieving short-range collision avoidance warning.

[0078] In the embodiments of this application, the entire aircraft towing collision avoidance warning system is divided into two layers: long-range and short-range. The long-range collision avoidance warning is suitable for high-speed, long-distance towing taxiing processes. The spatial coordinates of the aircraft towing vehicle at the airport are determined by the positioning module, and the real-time attitude of the aircraft can be calculated by combining the known dimensions and geometric parameters of the aircraft, thereby establishing a safe zone for aircraft towing collision avoidance warning. When multiple towing systems are running simultaneously, the communication module exchanges spatial coordinate information between the multiple towing systems to achieve coordinated movement. The short-range collision avoidance warning is suitable for complex environments near boarding bridges or parking positions with low speed and short distance movement. Environmental perception and obstacle recognition around the towing system are achieved by sensors combined with the known dimensions and positions of other ground equipment and buildings at the airport. At the same time, the distance from the far end point of the aircraft (wingtip, vertical tail, and horizontal tail) to the obstacle can be measured in advance, thereby determining whether the towing system can pass safely. This invention combines the known parameter information of the aircraft towing vehicle and the aircraft to establish a collision avoidance model for the entire towing system, which can compensate for the shortcomings of relying solely on sensor recognition and the blind spots in the field of vision. Meanwhile, relying on the known parameter information of other ground equipment, it is possible not only to achieve collision avoidance and multi-aircraft coordination during the towing and taxiing process, but also to achieve high-precision collision avoidance warnings at the far ends of the aircraft in complex and narrow environments, ensuring the safety of the entire aircraft during towing in all aspects.

[0079] Those skilled in the art will readily understand that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An aircraft-to-rail collision avoidance and early warning system, wherein the aircraft-to-rail collision avoidance and early warning system is applied in an airport apron environment, characterized in that, The aircraft towing collision avoidance and warning system includes at least one aircraft towing vehicle, which is a poleless aircraft towing vehicle used for towing an aircraft. The aircraft towing collision avoidance warning system further includes a positioning module (100), a storage module (200), a sensing module (300), and a processing module (400); the processing module (400) is connected to the positioning module (100), the storage module (200), and the sensing module (300); The positioning module (100) is used to determine the real-time location information of the aircraft towing vehicle; Storage module (200) is used to store data information about the airport apron environment; The sensing module (300) is used to sense the articulation angle information between the aircraft tractor and the aircraft. The processing module (400) is configured to receive the real-time position information of the aircraft towing vehicle, the data information of the airport apron environment, and the articulation angle information between the aircraft towing vehicle and the aircraft; determine the real-time pose of the aircraft based on the real-time position information of the aircraft towing vehicle, the data information of the airport apron environment, and the articulation angle information between the aircraft towing vehicle and the aircraft; construct an anti-collision model; and divide a safe area. The anti-collision model is a three-dimensional anti-collision model. The aircraft towing collision avoidance warning system is also used to identify equipment entering the safe area and provide corresponding collision avoidance warning signals; The sensing module includes an angle detection device, the aircraft towing vehicle includes a wheel-holding mechanism, the wheel-holding mechanism is used to hold up the nose landing gear of the aircraft, the angle detection device includes a camera and an image processing module, the camera is installed at a position opposite to the aircraft towing vehicle and the wheel-holding mechanism, and the angle detection device obtains the articulation angle information between the aircraft towing vehicle and the aircraft through image recognition. The positioning module includes an inertial navigation module and a differential GPS module. The positioning module can determine the real-time position information of the aircraft towing vehicle, and the real-time position information of the vehicle includes the coordinates and orientation of the vehicle. The positioning module is also used to acquire the real-time speed and steering angle of the aircraft towing vehicle. The processing module is also configured to construct a collision avoidance model and delineate a safe zone based on the real-time position information, real-time speed, steering angle of the aircraft towing vehicle, data information of the airport apron environment, articulation angle information between the aircraft towing vehicle and the aircraft, and uncertain influencing factors. The uncertain influencing factors include at least measurement error. The aircraft towing collision avoidance and early warning system also includes a communication module. The aircraft towing collision avoidance and early warning system includes at least two aircraft towing vehicles. The communication module is used for real-time communication between the aircraft towing vehicles. The aircraft towing collision avoidance warning system includes at least a first aircraft towing vehicle and a second aircraft towing vehicle. The first aircraft towing vehicle is used to tow a first aircraft, and the second aircraft towing vehicle is used to tow a second aircraft. The first aircraft towing vehicle corresponds to having first towing information, and the second aircraft towing vehicle corresponds to having second towing information. The first aircraft towing vehicle obtains the second towing information corresponding to the second aircraft towing vehicle through a communication module; The second traction information includes information about the second aircraft towing vehicle, information about the second aircraft, and information about the articulation angle between the second aircraft towing vehicle and the second aircraft. The information of the second aircraft towing vehicle includes its real-time position, real-time speed, steering angle, and geometric parameters. The information of the second aircraft includes its geometric parameters. The processing module is further configured to construct a first collision avoidance model based on the first traction information and divide a first safety zone; construct a second collision avoidance model based on the second traction information and divide a second safety zone; calculate the relative position and relative speed of the first aircraft towing vehicle and the second aircraft towing vehicle; and determine whether there is a possibility of collision based on the first safety zone, the second safety zone, the relative position and the relative speed, and perform remote collision avoidance warning. The state space of the aircraft-to-plane collision avoidance warning system is determined by the following kinematic equations, and the aircraft's attitude is corrected during the towing process: ， in, The axial speed of the aircraft tractor is given. Let X and Y be the velocities of points P and C on the aircraft along the corresponding X and Y axes, respectively. These are the yaw angle and yaw rate of the aircraft towing vehicle, respectively. These are the articulation angle and angular velocity of the aircraft tractor and the aircraft, respectively. This refers to the steering angle of the aircraft tractor. These are the length of the aircraft towing vehicle, the distance from the wheel-holding mechanism to the center of the rear axle of the aircraft towing vehicle, and the length of the aircraft fuselage, respectively.

2. The aircraft towing collision avoidance and early warning system according to claim 1, characterized in that, The airport apron environment includes roads, buildings, and ground equipment. The data information of the airport apron environment includes the three-dimensional spatial coordinate information of the roads and buildings, as well as the geometric parameter information of the ground equipment.

3. The aircraft towing collision avoidance and early warning system according to claim 2, characterized in that, The roads include at least runways, taxiways, and pedestrian walkways located within the airport; the buildings include at least jet bridges, terminals, and control towers within the airport; and the ground equipment includes at least aircraft and aircraft towing vehicles.

4. The aircraft towing collision avoidance and early warning system according to claim 1, characterized in that, The sensing module further includes a proximity sensor, which is used to identify ground equipment entering the safe area and obtain the real-time position and / or speed of the ground equipment. The ground equipment includes at least a food delivery vehicle, a sewage vehicle, and a luggage vehicle. The storage module stores the feature information and geometric parameter information of the ground equipment. The processing module is also configured to determine whether there is a possibility of collision based on the real-time position and / or speed of the ground equipment, and to provide a short-range collision avoidance warning.

5. A method for aircraft-wide collision avoidance and early warning, characterized in that, The aircraft traction collision avoidance and early warning method performs collision avoidance and early warning according to the aircraft traction collision avoidance and early warning system as described in any one of claims 1-4.

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