Aviation ground service equipment and docking method

Abstract

The invention discloses aviation ground service equipment and a docking method, and relates to the technical field of aviation ground service equipment, and the method comprises the steps: obtaining a real-time distance based on ultrasonic ranging, and carrying out the three-stage speed control according to a distance threshold value. When the distance is smaller than a first distance threshold value, an accelerator is cut off, and the speed is reduced to tortoise speed; when the distance is smaller than a second distance threshold value, the speed is reduced to worm speed; a silicone rubber barrel is arranged at the front end of the docking platform, and a second range finder and a limit switch are arranged for close-range accurate monitoring and emergency braking; and through a differential control strategy, the method adapts to new energy and fuel oil driving equipment. By implementing the method, safe, standard and reliable butt joint of the ground service equipment and the aircraft is realized, the artificial acceleration risk is completely eradicated from the hardware level, a multiple safety protection mechanism is established, and the standardization degree of aircraft operation is improved.

Description

Technical Field

[0001] This invention relates to the field of aviation ground service equipment technology, and in particular to an aviation ground service equipment and docking method. Background Technology

[0002] While aircraft are parked at airports, they require various ground service equipment to provide support services such as refueling, power supply, catering, and loading / unloading. During these services, the ground service equipment needs to precisely dock with the aircraft. To ensure safety, the Airport Department of the Civil Aviation Administration of China issued the "General Technical Requirements for Safe Docking of Aircraft Ground Service Equipment" in January 2021, which sets forth clear standards for docking operations.

[0003] Currently, a significant proportion of the ground service equipment in service at airports is existing equipment. This equipment was manufactured relatively early and lacks advanced docking technology. It relies on traditional manual operation, with operators manually controlling the speed and visually judging the distance to the aircraft for docking. While the equipment's systems and mechanical components are fully functional, they fall short of the new standards in terms of safety and operational precision.

[0004] For the overall system design of new ground service equipment, there are already several implementation methods in related technologies. However, for the existing equipment, how to achieve precise speed control through technical transformation to meet the safety and reliability requirements remains a technical problem to be solved. Summary of the Invention

[0005] This invention provides a method and equipment for docking aviation ground service equipment, which solves the problem of precise speed control of existing ground service equipment during the approach to an aircraft.

[0006] In a first aspect, the present invention provides a docking method for aviation ground service equipment, applied to ground service equipment including a controller with added control program, a first rangefinder electrically connected to the controller, and an added drive mechanism electrically connected to the controller. The drive mechanism is connected to a brake pedal via a wiring harness. The method includes: the controller receiving a first real-time distance between the ground service equipment and the aircraft ahead, fed back by the first rangefinder; when the first real-time distance is less than a preset first distance threshold, the controller sends a throttle pedal failure signal to the throttle motor controller and a slow speed control signal to the drive mechanism or the drive motor in the ground service equipment. The slow speed control signal is used to reduce the speed of the ground service equipment to no more than a first preset speed threshold before the real-time distance reaches a preset second distance threshold. The preset second distance threshold is less than the preset first distance threshold. When the first real-time distance is less than the preset second distance threshold, the controller sends a worm speed control signal to the drive mechanism or the travel motor. The worm speed control signal is used to reduce the speed of the ground service equipment to a second preset speed threshold less than the first preset speed threshold before the real-time distance reaches the preset parking distance threshold. When the first real-time distance is less than the preset parking distance threshold, the controller sends a parking control signal to the drive mechanism, or to the drive mechanism and the travel motor. The parking control signal is used to control the drive mechanism to fully depress the brake pedal until the ground service equipment stops moving. The preset parking distance threshold is less than the preset second distance threshold. After confirming that the ground service equipment has stopped moving, the controller controls the docking platform to extend to complete the docking with the hatch.

[0007] In the above embodiments, this method, tailored to the characteristics of existing ground service equipment, achieves intelligent upgrades through a minimally invasive modification scheme: only the addition of a rangefinder and drive mechanism, and the embedding of a new control program into the existing controller, are required to achieve phased automatic speed control. Specifically, this scheme fully utilizes the existing mechanical structure of the equipment, achieving braking control through the physical connection between the drive mechanism and the existing pedals, avoiding large-scale modifications to the original transmission system. In terms of control strategy, this scheme forms a progressive approach process of "rapid approach - deceleration transition - low-speed crawling - smooth stopping": first, at the first distance threshold, the controller sends an accelerator pedal failure signal, using simple electrical control to fundamentally avoid the safety hazards that may be caused by human error in accelerator operation, while simultaneously reducing the speed to a snail's pace; then, at the second distance threshold, the drive mechanism precisely controls the pedals to further reduce the speed to an even lower snail's pace; finally, precise stopping is achieved at the stopping distance threshold. This multi-stage speed control scheme based on the existing mechanical structure not only retains the basic functions of the original vehicle to the greatest extent possible, but also replaces manual operation in key aspects with simple and reliable automatic control methods, improving the reliability and standardization of on-site operations at the most economical modification cost.

[0008] In some embodiments of the first aspect, the docking platform of the ground service equipment includes a silicone rubber barrel at its front end, with a second rangefinder and a limit switch on each side of the barrel. After confirming that the ground service equipment has stopped moving, the controller controls the docking platform to extend to complete the docking with the hatch. Specifically, the controller receives the second real-time distance between the silicone rubber barrel and the aircraft in front, fed back by the second rangefinder. When the second real-time distance is less than a preset third distance threshold and the ground service equipment has not stopped moving, the controller sends a stop control signal again. The third distance threshold is less than a preset stop distance threshold. After confirming that the ground service equipment has stopped moving, the controller controls the docking platform to continue extending until the second real-time distance reaches a preset fourth distance value, where the preset fourth distance threshold is less than the preset third distance threshold. After receiving the trigger signal from the limit switch, the controller sends a stop control signal again and controls the docking platform to stop extending.

[0009] In the above embodiment, this solution forms a complete safety protection system by setting a silicone rubber barrel at the front end of the docking platform and equipping it with a second rangefinder and limit switches: the second rangefinder is responsible for precise close-range monitoring; when the detected distance is less than a third threshold and the vehicle has not come to a complete stop, it immediately triggers emergency braking, constituting the first layer of safety protection; during the extension of the docking platform, the second rangefinder continuously monitors the distance and controls the extension stroke, improving the accuracy of the docking action; at the same time, the limit switches, as the last line of defense, will immediately control the vehicle to stop and stop the platform extension even in the extreme case of rangefinder failure. Furthermore, the second rangefinder is installed at both ends of the silicone rubber barrel, which avoids situations where, due to the width of the ground service equipment itself, a collision has already occurred on the other side when the rangefinder reports the distance. This multi-layered protection mechanism ensures that the docking process remains under control, improving operational safety.

[0010] In conjunction with some embodiments of the first aspect, in some embodiments, when the ground service equipment is driven by new energy, the drive mechanism is a brake cable motor physically connected to the brake pedal via a wiring harness; the sluggish speed control signal and the worm speed control signal are used to directly send target speed or torque commands to the drive motor to adjust the speed of the ground service equipment; the stop control signal is used to control the brake cable motor to press the brake pedal to the maximum braking stroke while sending a stop command to the drive motor.

[0011] In the above embodiments, when the ground service equipment is driven by new energy, the output speed can be directly controlled by the motor in the first two deceleration stages, which can achieve the deceleration effect more conveniently and accurately. In the parking stage, the output speed is stopped and the deceleration is completed in conjunction with the pressure of the brake pedal.

[0012] In conjunction with some embodiments of the first aspect, in some embodiments where the ground service equipment is fuel-powered, the drive mechanism includes a brake cable motor physically connected to the brake pedal via a wiring harness and a clutch lever motor physically connected to the clutch pedal, used to press the brake and clutch pedals; a slow speed control signal, a sluggish speed control signal, and a stop control signal are used to control the brake cable motor and the clutch lever motor to control the vehicle speed according to preset coordinated control rules; the preset coordinated control rules include: for the slow speed control signal or the sluggish speed control signal: when the vehicle speed is higher than the target speed threshold, the clutch lever motor is controlled to depress the clutch pedal to a fully disengaged state to cut off power, and then the brake cable motor is controlled to brake and decelerate; when the vehicle speed decreases to no higher than the target speed threshold, the brake cable motor is controlled to release the brake, and the clutch lever motor is simultaneously controlled to return the clutch pedal to a preset half-clutch stroke position to achieve low-speed creep using the engine idle speed; for the stop control signal: the clutch lever motor is controlled to depress the clutch pedal to a fully disengaged state, and the brake cable motor is simultaneously controlled to press the brake pedal to the maximum braking stroke.

[0013] In the above embodiments, for fuel-powered ground service equipment, since the output speed cannot be directly adjusted electronically, this invention achieves precise speed control by adding a brake cable motor and a clutch lever motor. Through preset collaborative control rules, the two motors operate in coordination according to a predetermined program. During deceleration, the clutch motor first cuts off power, followed by braking from the brake motor. Once the target speed is reached, stable low-speed creep is achieved through clutch engagement in conjunction with engine idling. During the stopping phase, reliable stopping is achieved by fully disengaging the clutch and applying maximum braking force. This collaborative control scheme not only improves the smoothness of the deceleration process but also reduces the risk of engine stalling through precise control of the clutch pedal pressure, thus enhancing the reliability of the fuel-powered system.

[0014] In conjunction with some embodiments of the first aspect, in some embodiments, the worm speed control signal includes a clutch worm speed control signal and a brake worm speed control signal; when the first real-time distance is less than a preset second distance threshold, the controller sends the worm speed control signal to the drive mechanism or the driving motor, specifically including: the controller periodically acquiring the current vehicle speed of the ground service equipment; when the first real-time distance is less than the preset second distance threshold, the controller periodically determines the braking stroke parameter of the brake cable motor based on the deviation between the current vehicle speed and the second preset speed threshold, the braking stroke parameter being directly proportional to the deviation; after sending the clutch worm speed control signal to the clutch slide motor, the controller periodically sends a brake worm speed control signal including the braking stroke parameter to the brake cable motor; the clutch worm speed control signal is used to drive the clutch slide motor to move the clutch pedal to a fully disengaged state, and the brake worm speed control signal is used to drive the brake cable motor to perform proportional braking corresponding to the deviation.

[0015] In the above embodiments, when the ground service equipment is fuel-powered, the worm speed control is divided into two independent control signals: clutch and brake. The power transmission is cut off by keeping the clutch pedal fully disengaged, thus eliminating the influence of engine torque fluctuations. At the same time, a proportional braking strategy based on speed deviation is adopted, making the braking stroke proportional to the magnitude of the deviation. A closed-loop feedback is formed by periodically collecting speed data and sending control signals, which not only ensures smooth changes in braking force but also achieves rapid and accurate tracking of the target speed, improving the stability and accuracy of vehicle speed control.

[0016] In conjunction with some embodiments of the first aspect, in some embodiments, the worm speed control signal includes a clutch worm speed control signal and a brake worm speed control signal; when the first real-time distance is less than a preset second distance threshold, the controller sends the worm speed control signal to the drive mechanism or the drive motor, specifically including: the controller periodically acquiring the current vehicle speed of the ground service equipment; when the first real-time distance is less than the preset second distance threshold, the controller determines a first deviation between the current vehicle speed and the second preset speed threshold; the controller determines the rate of change of the first deviation by comparing the first deviation acquired this time with the first deviation acquired in the previous control cycle; the controller determines a proportional braking component based on the first deviation and a differential braking component based on the rate of change; the controller performs a weighted summation of the proportional braking component and the differential braking component to obtain the target braking stroke; after sending the clutch worm speed control signal to the clutch slide motor, the controller periodically sends a brake worm speed control signal including the target braking stroke to the brake cable motor.

[0017] In the above embodiments, a dual deviation control strategy is employed, simultaneously considering both the speed deviation value and the rate of change of deviation for braking control: on the one hand, the basic braking force (proportional braking component) is determined based on the deviation between the current speed and the target value; on the other hand, the correction amount (derivative braking component) is determined by calculating the trend of deviation changes between adjacent cycles. The two are then weighted and combined to obtain the final braking stroke. This comprehensive control method can respond promptly to speed deviations and predict and suppress drastic speed fluctuations. Compared with schemes that rely solely on deviation control, it has better dynamic characteristics and stability, and can maintain the vehicle speed more smoothly and accurately near the target value.

[0018] One or more technical solutions provided in the embodiments of the present invention have at least the following technical effects or advantages: 1. This application achieves the transformation of existing equipment by adding a first rangefinder and drive mechanism to the ground service equipment and adding a control program to the controller. Based on the distance threshold, three-level automatic speed control is formed to form a gradual approach process of "rapid approach - deceleration transition - low-speed crawling - smooth stopping". The throttle is cut off at the first distance threshold and the risk of human acceleration is reduced from the hardware level, which reduces the uncertainty caused by manual operation and improves the standardization of machine operation.

[0019] 2. This application achieves close-range accurate monitoring and emergency braking functions by configuring a second rangefinder and limit switch at the front end of the docking platform as a multiple protection mechanism. In particular, the limit switch, as the last line of defense for mechanical protection, ensures that collision accidents can still be avoided in the extreme case of failure of the rangefinder system, which significantly improves the safety of the docking process.

[0020] 3. This application adopts a differentiated control strategy design. For new energy vehicles, the driving motor can be directly controlled to achieve precise deceleration. For fuel vehicles, the clutch and brake motor are controlled in coordination and combined with a proportional braking strategy based on speed deviation. The braking force is smoothly changed through dual control of deviation value and deviation change rate. This ensures the adaptability of equipment with different power types and achieves precise tracking of target speed. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of a hardware framework for a ground service device in an embodiment of this application; Figure 2 This is a schematic diagram of the operation of a brake cable motor of a ground service device in an embodiment of this application; Figure 3 This is an installation diagram of the distance measuring instrument and limit switch of the ground service equipment in the embodiments of this application; Figure 4 This is a schematic diagram of the operation of a clutch slide motor of a ground service device in an embodiment of this application; Figure 5 This is a schematic diagram of the ground service equipment docking process according to an embodiment of this application; Figure 6 This is an exemplary display diagram of the display regarding various distance information or fault information in an embodiment of this application; Figure 7 This is a schematic diagram of the docking process of the docking platform docking with an aircraft according to another embodiment of this application; Figure 8 This is a schematic diagram of the deceleration and braking process according to another embodiment of this application; Figure 9 This is a schematic diagram of the physical device structure of a ground service equipment in the embodiments of this application.

[0022] In the diagram: 101, controller; 102, first rangefinder; 103, second rangefinder; 104, limit switch; 105, drive motor; 106, brake cable motor; 107, clutch lever motor; 201, cable mechanism; 301, silicone rubber barrel; 302, second rangefinder; 303, limit switch; 401, lever mechanism; Detailed Implementation The terminology used in the following embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. As used in the specification of this application, the singular expressions “a,” “an,” “the,” “the,” and “this” are intended to include the plural expressions as well, unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used in this application refers to any or all possible combinations including one or more of the listed items.

[0023] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature, and in the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more.

[0024] In related technologies, existing ground service equipment primarily relies on operators manually controlling the speed and visually judging the distance to the aircraft for docking. While this manual operation method ensures the integrity and usability of the equipment systems and mechanical devices, it falls short of the new standards in terms of safety and operational precision. The following describes a scenario using this manual operation method: In aviation ground services, various boarding bridges, passenger stairs, loading and unloading equipment, refueling trucks, maintenance and cleaning vehicles, and power support vehicles provide comprehensive ground support services to parked aircraft, ensuring flight safety and punctuality. This requires operators to constantly visually estimate the distance to the aircraft and manually adjust the throttle and brakes to control the speed. This method is susceptible to human error and makes it difficult to guarantee the standardization and safety of the docking process.

[0025] The aviation ground service equipment docking method described in this application, by adding ultrasonic rangefinders to the ground service equipment, adapting drive mechanisms for new energy power and fuel power equipment respectively, and designing a three-level speed control strategy based on distance thresholds, achieves a gradual approach process of "rapid approach - deceleration transition - low-speed crawl - smooth stop". The following describes a scenario using the automatic control method of this application: When the equipment approaches the aircraft, the system automatically selects the appropriate control mode based on the measured real-time distance, cuts off the throttle and reduces to a snail's pace at the first distance threshold, further reduces to a snail's pace at the second distance threshold, and finally achieves precise stopping at the stopping distance threshold.

[0026] As can be seen, the method adopted in the embodiments of this application not only automates the docking process but also has the following beneficial effects: (1) By cutting off the throttle control by hardware, the entire process is automated, which fundamentally avoids the safety hazards that may be caused by human error. (2) Strong adaptability: The solution is applicable to both new energy and fuel-powered equipment and can be widely used in various types of existing equipment; (3) The speed was precisely adjusted through the preset collaborative control rules, ensuring the smoothness of the docking process; (4) It is equipped with multiple protection mechanisms, including dual ranging and limit switches, which significantly improves the safety of operation; This enabled safe, standardized, and reliable docking operations between ground service equipment and aircraft.

[0027] The following describes the hardware system architecture for the installation of aviation ground service equipment provided in the embodiments of this application. Please refer to [link / reference needed]. Figure 1 This is a schematic diagram of a hardware framework for a ground service device in an embodiment of this application.

[0028] like Figure 1 As shown, the existing ground service equipment may include three core components: a controller 101 with newly added control programs, an added ranging system, and a drive structure. The controller 101 is electrically connected to the ranging system and drive mechanism via a communication bus, and is used to receive ranging signals and send control commands. The ranging system includes a first rangefinder 102 installed at the front end of the ground service equipment, used to acquire distance information between the equipment and the aircraft. The drive mechanism includes a brake cable motor 106, such as... Figure 2 The diagram shows the operation of a brake cable motor. The cable pulling mechanism 201 presses the brake pedal by extending and retracting the cable harness, and controls the degree of brake pedal pressure by controlling the degree of extension and retraction of the cable harness. This basic architecture ensures that the system has three basic functions: measurement, judgment, and execution.

[0029] In some embodiments, the ranging system further includes a first rangefinder 102 and a second rangefinder 103. See also... Figure 3 (a) is a front view of the rangefinder and limit switch, and (b) is a side view of the limit switch. The second rangefinder 302 is installed in pairs on both sides of the silicone rubber barrel 301 at the front end of the docking platform and is electrically connected to the controller. It is used to accurately measure the distance between the silicone rubber barrel and the aircraft door at close range. This dual ranging mechanism of the first and second rangefinders can provide distance monitoring that is both near and far.

[0030] In other embodiments, a limit switch 104 electrically connected to the controller is also provided, which sends a trigger signal to the controller when the aircraft is contacted and the triggering condition is met, such as... Figure 3 As shown, limit switches 303 are respectively arranged inside both sides of the silicone rubber barrel 301. Under normal circumstances, the trigger condition is a 30% deformation of the silicone rubber barrel 301. This design constitutes a mechanical protection device independent of the ranging system, which can be triggered to stop the system in time when ranging fails. At the same time, the limit switches arranged on both sides can prevent a collision from occurring when one limit switch is triggered due to the width of the ground service equipment. It should be noted that the specific form and installation position of the limit switches can vary; this embodiment is only an example.

[0031] In other embodiments, the drive mechanism may be configured differently depending on the device's power type. When the device is fuel-powered, the drive mechanism includes a clutch lever motor 107 physically connected to the clutch pedal and a brake cable motor 106 physically connected to the brake pedal, such as... Figure 4 The diagram shows the operation of the clutch lever motor. The lever mechanism 401 presses down on the clutch pedal by rotating around its axis, and the degree of pressure on the clutch pedal is controlled by the angle of rotation around the axis. When the device is driven by new energy sources, the controller can directly control the output speed of the drive motor 105, and the drive mechanism only needs to be equipped with a brake cable motor 106. It is understood that the specific implementation of the drive mechanism can be customized by selecting other suitable actuators based on actual needs.

[0032] In all embodiments, the controller serves as the core of the system, responsible for signal processing and control decisions. Through preset control strategies, the controller coordinates the operation of various hardware modules to achieve fully automated control from ranging and judgment to execution. This centralized control architecture ensures the reliability and security of the system operation.

[0033] It should be noted that the above embodiments are merely illustrative examples, and those skilled in the art can make adjustments and changes to the system architecture without departing from the essence of this application. For example, other types of sensors can be added, different communication methods can be adopted, or other forms of actuators can be used. These changes should all be considered to fall within the protection scope of this application.

[0034] For ease of understanding, the following describes the process of the aviation ground service equipment docking method provided in this embodiment, in conjunction with the above content. Please refer to [link / reference]. Figure 5 This is a flowchart illustrating a method for docking aviation ground service equipment provided in an embodiment of this application.

[0035] S501, The controller receives the first real-time distance between the ground service equipment and the aircraft ahead, fed back by the first distance measuring instrument; When the ground service equipment begins the docking process, the controller sends a ranging command to the first rangefinder. Upon receiving the command, the first rangefinder detects the real-time distance between the front end of the ground service equipment and the target aircraft's door, and sends this distance back to the ground service equipment. This step is performed subsequently. In some embodiments, when the first rangefinder is an ultrasonic sensor, the controller can receive the 4-20mA analog signal transmitted back by the ultrasonic rangefinder in real time via the CAN bus and convert it into an actual distance value within the range of 500-6000mm. The controller continuously acquires this distance value at a frequency of at least 20Hz to ensure real-time response to distance changes.

[0036] In some embodiments, distance signal reception and processing can be achieved in the following ways: Optionally, the controller first detects the operating status of the rangefinder to confirm that the signal connection is normal; reads the analog signal and performs A / D conversion; finally, converts the current value into the actual distance according to a preset calibration curve. Optionally, the controller can directly read the distance value output by the rangefinder using digital communication: first, establish an RS485 communication connection; send a data request according to a preset protocol; finally, parse the returned digital signal to obtain the distance value. It is understood that other communication methods can also be used to achieve distance signal transmission and processing, which are not limited here.

[0037] S502. When the first real-time distance is less than the preset first distance threshold, the controller sends an accelerator pedal failure signal to the throttle motor controller and a slow speed control signal to the drive mechanism or the travel motor in the ground service equipment. The slow speed control signal is used to reduce the speed of the ground service equipment to no more than the first preset speed threshold before the real-time distance reaches the preset second distance threshold. The preset second distance threshold is less than the preset first distance threshold. Among them, the preset first distance threshold represents the distance standard for triggering the first level of deceleration control, which is usually set to 4 meters; the slow speed control signal represents the control command used to limit the vehicle speed to a low level; the driving motor refers to the electric motor that provides output speed to drive the vehicle forward; the first preset speed threshold represents the maximum permissible speed in the slow speed state, which is usually 3 km / h; the preset second distance threshold represents the distance standard for entering the next level of deceleration control, which is usually set to 3 meters.

[0038] This step is triggered when the measured first real-time distance is less than a preset first distance threshold (usually set to 4 meters). Specifically, the controller sends an accelerator pedal failure signal to the throttle motor controller via the CAN bus. The data in this signal includes a signal masking command, which is used to make the throttle motor controller mask the control input from the accelerator pedal, cutting off the manual acceleration path.

[0039] Meanwhile, in some embodiments, when the ground service equipment is powered by new energy sources, the slow-speed control signal is used to directly send target speed or torque commands to the drive motor to adjust the speed of the ground service equipment. Specifically, the controller sends speed or torque control commands directly to the drive motor driver via the CAN bus, and the motor driver converts the commands into corresponding pulse-width modulation signals to control the motor operation. Unlike traditional fuel vehicles that need to indirectly adjust speed by controlling the clutch and brakes, new energy vehicles can directly achieve the desired low-speed driving state through precise motor control. This method offers faster response, more precise control, and avoids frequent movements of mechanical components.

[0040] In other embodiments, when the ground service equipment is fuel-powered, the controller first sends a control command to the clutch lever motor via an RS485 interface (9600 baud rate). The command includes a position parameter to depress the clutch pedal to 40% of its travel. After waiting 50ms, the controller checks the feedback from the clutch lever motor. Once it confirms that the clutch is in a semi-engaged state, it immediately sends a braking command to the brake cable motor to 20% of its travel. Through closed-loop control, appropriate braking force is maintained, allowing the vehicle speed to smoothly decrease to approximately 3 km / h.

[0041] During deceleration control, the controller continuously collects vehicle speed signals every 50ms, comparing the measured value with the target value of 3km / h. When speeding occurs, the controller increases the motor speed limit via the CAN bus for new energy vehicles and appropriately increases the braking torque for gasoline vehicles. This real-time closed-loop control ensures that the vehicle speed smoothly decreases and is maintained at the expected level.

[0042] In the production of aviation ground service equipment, vehicle chassis generally only use new energy or gasoline-powered manual transmission types; therefore, only these two scenarios are considered here. Understandably, the aforementioned control strategy, through close coordination of hardware and software, achieves reliable speed control. In particular, by completely cutting off throttle control, the safety hazards caused by manual acceleration are fundamentally avoided. This multi-layered protection mechanism significantly improves the safety and reliability of the docking process, laying the foundation for subsequent lower-speed approach.

[0043] It should be noted that the specific values ​​of the above control parameters can be adjusted appropriately according to the actual application scenario. For example, parameters such as speed limit and braking stroke can be adjusted according to the characteristics of different equipment models, or different communication protocols and interface methods can be used. These changes should all be considered to fall within the protection scope of this application.

[0044] S503. When the first real-time distance is less than the preset second distance threshold, the controller sends a worm speed control signal to the drive mechanism or the driving motor. The worm speed control signal is used to reduce the speed of the ground service equipment to a second preset speed threshold that is less than the first preset speed threshold before the real-time distance reaches the preset parking distance threshold. Among them, the preset second distance threshold represents the distance standard for triggering the second-level deceleration control, which is usually set to 3 meters; the worm speed control signal refers to the control command used to further reduce the vehicle speed to a lower level; the preset stopping distance threshold represents the distance standard for needing to come to a complete stop, which is usually set to 0.6 meters; and the second preset speed threshold represents the maximum permissible speed under worm speed conditions, which is usually 0.36 km / h.

[0045] This step is triggered when the first real-time distance is further shortened to a preset second distance threshold. The specific steps are similar to S502, except that the speed limit is changed to a second preset speed threshold, which will not be elaborated here.

[0046] It should be noted that this application can also achieve worm speed control in other ways, such as: optionally, adopting a segmented control strategy: first, reduce the vehicle speed to near the target range by rapid braking; then maintain the target speed by small-amplitude braking force adjustment; and finally maintain stable low-speed driving by real-time monitoring, which is not limited here.

[0047] S504. When the first real-time distance is less than the preset parking distance threshold, the controller sends a parking control signal to the drive mechanism or to the drive mechanism and the drive motor. The parking control signal is used to control the drive mechanism to fully press the brake pedal until the ground service equipment stops moving. The preset parking distance threshold is less than the preset second distance threshold. The preset parking distance threshold represents the critical distance at which emergency braking is required, and is typically set to 0.6 meters. This step is triggered when the first real-time distance reaches a preset parking distance threshold. In some embodiments, when the ground service equipment is powered by new energy, after the controller receives the parking control signal, it first sends a stop command to the drive motor controller via the CAN bus. The command includes speed control words and torque control words, causing the drive motor to stop outputting torque, i.e., cutting off the drive motor's power output. Subsequently, the controller sends a position control command to the brake cable motor, controlling the brake cable motor to rotate and drive the cable mechanism to pull the brake pedal to the maximum braking stroke position. The controller monitors the brake pedal position in real time through the position sensor on the brake cable motor and performs closed-loop adjustment of the motor output based on the feedback signal to ensure that the brake pedal remains at the maximum braking stroke position. During this process, the stopping of the drive motor and the braking of the brake pedal are executed almost synchronously, with a time interval of no more than 50ms, thereby achieving fast and reliable parking control. Through the coordination of the drive motor stopping and the maximum braking force, the vehicle can be safely stopped in the shortest distance.

[0048] In other embodiments, when the ground service equipment is fuel-powered, upon receiving a distance signal indicating a preset parking distance threshold, the controller simultaneously sends parking control commands to both the clutch lever motor and the brake cable motor via the CAN bus. For the clutch lever motor, the controller sends a position control command, driving it to push the clutch pedal to the fully disengaged position. Simultaneously, the controller sends a position control command to the brake cable motor, controlling its rotation to pull the brake pedal to its maximum braking stroke. The controller monitors the pedal position in real time using position sensors on each actuator and performs closed-loop adjustment of the motor output based on feedback signals, ensuring both pedals remain in the target position. During this process, the disengagement of the clutch pedal and the braking of the brake pedal are performed synchronously, with a time interval of no more than 50ms. By disengaging the clutch and cutting off power output, combined with the application of maximum braking force, the vehicle can be safely stopped within the shortest distance. This coordinated control scheme effectively avoids the influence of engine torque on braking performance during braking.

[0049] It should be noted that this application can also achieve parking control in other ways, such as: optionally, adopting a gradual braking strategy: first, quickly but not instantaneously increase the braking force; monitor vehicle speed changes in real time to ensure there is no slippage; finally, slightly release the braking force when the vehicle speed is close to zero to avoid the impact of sudden stopping, which is not limited here.

[0050] S505. After confirming that the ground service equipment has stopped moving, the controller controls the docking platform to extend to complete the docking with the hatch.

[0051] Among them, confirming that the vehicle has stopped moving means verifying that the vehicle is completely stationary through speed and displacement sensors; controlling the docking platform to extend means driving the platform motor to extend the platform toward the aircraft; completing the docking means that a stable and safe connection is formed between the docking platform and the hatch.

[0052] This step begins after the vehicle has come to a complete stop. In some embodiments, the controller first confirms that the vehicle is completely stationary by integrating signals from multiple sensors, including parameters such as speed, displacement, and acceleration; checks the status of the docking platform and the surrounding environment; and finally controls the platform motors to extend the docking platform towards the hatch at an appropriate speed until docking with the hatch is complete and then stops. During this process, the controller can control the docking platform to stop in several ways. For example, it can use multi-stage speed control to gradually decrease the speed, and finally, when approaching the aircraft hatch at a slow speed, judge the stopping point visually and manually operate the controller to send a stop signal. Alternatively, a trigger device can be installed on the silicone rubber drum. When the silicone rubber drum contacts the aircraft hatch, the trigger device is activated and sends a signal to the controller, which then sends a stop signal upon receiving the signal. This is not limited to any particular method.

[0053] In some embodiments, the docking method further includes the following steps: 1. During the approach of the ground service equipment to the aircraft, the controller sends display data to the display of the ground service equipment and / or the dispatch control center in real time. The display data is used to present the comparison information between the first real-time distance and each distance threshold, as well as the fault status of the rangefinder on the display in real time. This step defines the information display mechanism for ground service equipment during its approach to the aircraft. Specifically, the controller sends ranging data and status information in real time to the onboard display and / or the monitoring screen in the dispatch center, visually displaying the relationship between the current distance and various thresholds in numerical and graphical form, while simultaneously providing real-time feedback on the operating status of the ranging equipment. Please refer to [link to relevant documentation]. Figure 6 The diagram shows the display status: (a) shows the display of various distance information, and (b) shows the display of fault information. This two-way display mechanism facilitates accurate control of the approach process by operators and enables the dispatch center to monitor and guide the docking operation in a timely manner, effectively improving operational safety.

[0054] It should be noted that this application can also display information in other ways, such as: optionally, adopting a partitioned display layout: the real-time distance value is displayed in numerical form on the left side of the display interface, the middle area uses a progress bar to intuitively display the comparison relationship with each threshold, and the right side uses status indicator lights to display the working status of the rangefinder; when the rangefinder malfunctions, the background of the relevant display area turns red and a fault prompt box pops up, which is not limited here.

[0055] 2. Based on the relationship between the first real-time distance and the preset second distance threshold and the preset parking distance threshold, the controller controls the indicator lights in the ground service equipment to display one of three different preset colors.

[0056] The three preset colors are usually green, yellow and red, which correspond to the three states of safety, alert and stop, respectively.

[0057] This step defines a distance-based visual warning mechanism. Specifically, the controller dynamically controls the indicator light to display corresponding colors by comparing the current distance with two thresholds in real time: green indicates that the distance is greater than the second distance threshold, yellow indicates a warning, and red indicates that the distance is less than the second distance threshold but greater than the parking distance threshold, requiring immediate stopping. This three-level warning mechanism uses intuitive color changes to remind operators to pay attention to driving safety.

[0058] It should be noted that this application can also implement color warnings in other ways, such as: optionally, using a gradual switching: when the distance approaches the threshold, the indicator light gradually increases the flashing frequency, and smoothly transitions to the next color when crossing the threshold, avoiding visual interference caused by abrupt changes, which is not limited here.

[0059] In the above embodiments, the docking platform and the aircraft can dock by manual control, but this method relies on human eyesight and operational accuracy, resulting in lower precision and safety.

[0060] This application provides another method for interfacing with automated control. In some embodiments, combined with Figure 3 For structural modifications, please refer to the above step S505 when performing the modification. Figure 7 Specifically, it can be: S701, The controller receives the second real-time distance between the silicone rubber barrel and the aircraft in front, fed back by the second rangefinder; The second real-time distance represents the actual distance between the front end of the silicone rubber drum and the aircraft, and is the smaller value among the two second rangefinders. The rangefinder on the silicone rubber drum serves as a supplementary means for close-range accurate measurement, forming a dual protection mechanism with the first rangefinder at the front end of the vehicle body.

[0061] When the ground service equipment begins the docking process, the controller sends a ranging command to the second rangefinder. Upon receiving the command, the second rangefinder detects the real-time distance between the silicone rubber barrel and the target aircraft's door and sends this distance data back to the ground service equipment. This step is performed afterward. In some embodiments, when the second rangefinder is an ultrasonic sensor, the controller receives distance signals from the ultrasonic sensors mounted on both sides of the silicone rubber barrel in real time via the CAN bus. Because the measurement distance is relatively short at this point, the controller collects distance data at a higher frequency (typically above 20Hz), a process that provides crucial reference data for subsequent precise docking.

[0062] It should be noted that this application can also achieve distance data acquisition through other methods, such as: Optionally, a periodic polling method can be used: the controller sends a data request command to the second rangefinder at fixed intervals (e.g., 10ms), and the rangefinder then returns the latest distance measurement value. Optionally, an active reporting method can be used: when the second rangefinder detects a distance change exceeding a preset threshold (e.g., 1cm), it automatically sends the updated distance value to the controller; at the same time, it periodically sends a heartbeat signal to confirm normal communication, which is not limited here.

[0063] S702, when the second real-time distance is less than the preset third distance threshold and the ground service equipment has not stopped moving, the controller sends a parking control signal again; the third distance threshold is less than the preset parking distance threshold; Among them, the preset third distance threshold represents the close-range warning line that triggers emergency braking, and is usually set to 0.5 meters; the third distance threshold, as a safety protection line that is closer than the preset parking distance, constitutes a multi-distance protection mechanism.

[0064] This step is triggered under special circumstances as a supplementary safety protection measure. In some embodiments, when the second rangefinder is an ultrasonic sensor: in the event of an unexpected malfunction or other unforeseen situation where the ground service equipment fails to stop successfully when it reaches the actual preset stopping distance threshold and continues to move, and when the ground service equipment reaches the preset third distance threshold, the ultrasonic sensor detects that the second real-time distance is less than the preset third distance threshold, and the speed sensor confirms that the vehicle is still moving, the controller will immediately trigger an emergency braking procedure and send a stopping control signal upon receiving the feedback distance signal. This multi-protection mechanism can effectively cope with possible failures or misjudgments of the first rangefinder, ensuring absolute safety during the docking process.

[0065] It should be noted that this application can also achieve emergency braking protection in other ways, such as: Optionally, a rapid response strategy can be adopted: firstly, all power output is immediately cut off; simultaneously, maximum braking force is applied; and finally, multiple sensors confirm that the vehicle has come to a complete stop. Optionally, a gradual braking strategy can be adopted: firstly, braking force is applied quickly but not instantaneously; wheel status is monitored to prevent wheel lock-up; and finally, the braking state is maintained after safety is confirmed, which is not limited here.

[0066] S703. After confirming that the ground service equipment has stopped moving, the controller controls the docking platform to continue to extend until the second real-time distance reaches the preset fourth distance value and then stops. The preset fourth distance threshold is less than the preset third distance threshold. The preset fourth distance value represents the target distance at which the platform needs to stop extending, typically set to 0.05 meters; the preset third distance threshold represents the distance standard for triggering emergency braking, typically 0.5 meters. The preset fourth distance value serves as a precise control standard for the docking platform's extension, ensuring appropriate contact pressure is maintained between the platform and the hatch.

[0067] This step begins after the vehicle has come to a complete stop. In some embodiments, when the second rangefinder is an ultrasonic sensor, the controller confirms that the vehicle is completely stationary using multiple signals, including speed and displacement sensors. Then, the platform motors are activated, controlling the docking platform to extend towards the aircraft at an appropriate speed. Simultaneously, the distance information fed back by the ultrasonic sensor is monitored in real time, and the platform extension stops when the second real-time distance reaches a preset fourth distance value. This process requires precise control of the platform's extension speed and stopping position to ensure reliable docking while avoiding excessive stress on the aircraft.

[0068] It should be noted that this application can also achieve precise platform extension in other ways. For example, optionally, a variable speed control strategy can be adopted: first, the platform is rapidly approached to the target position at a relatively high speed; then, the extension speed is reduced when approaching a preset fourth distance value; finally, a precise stop is achieved using an inching method. Alternatively, a position closed-loop control can be adopted: first, a correspondence between distance and platform position is established; then, the motor output is dynamically adjusted based on the real-time distance; finally, fine-tuning is performed by comparing the target position and the actual position. This is not limited here.

[0069] S704. After receiving the trigger signal from the limit switch, the controller sends a stop control signal again and controls the docking platform to stop extending. This step serves as the final line of defense for safety and is triggered under special circumstances. If the second real-time distance reaches the preset fourth distance threshold and the docking platform fails to stop extending, or if the ground service equipment fails to park after reaching the preset third distance threshold, the silicone rubber barrel may continue to extend or advance, contacting the aircraft door and causing compression. When the compression reaches 30% of the silicone rubber barrel's deformation, the limit switch is triggered, sending a trigger signal to the controller. The controller immediately receives the trigger signal and simultaneously performs two actions: sending a stop control signal to the drive mechanism to ensure the vehicle remains stationary, and immediately stopping the platform motor to prevent further extension. This mechanical triggering method effectively addresses potential failures in the ranging system, ensuring the safety of the docking process.

[0070] It should be noted that this application can also achieve precise platform extension in other ways, such as: Optionally, a rapid cut-off strategy can be adopted: immediately cut off the power supply to the platform motor; activate the motor brake device; and finally lock the platform position to prevent retraction. Optionally, a buffer stop strategy can be adopted: first, rapidly reduce the motor speed; control the motor to make reverse micro-motions to counteract inertia; and finally lock the brake to ensure position stability. This is not limited here.

[0071] Based on the above embodiments, in other embodiments, the slow speed control signal, clutch worm speed control signal, brake worm speed control signal, and parking control signal control the brake cable motor and clutch slide rod motor according to preset coordinated control rules to achieve vehicle speed control. The preset coordinated control rules include: (a) For the slow speed control signal or the snail speed control signal: When the vehicle speed is higher than the target speed threshold, the clutch slide motor is controlled to depress the clutch pedal to the fully disengaged state to cut off the power, and then the brake cable motor is controlled to brake and decelerate; when the vehicle speed is reduced to no higher than the target speed threshold, the brake cable motor is controlled to release the brake, and the clutch slide motor is controlled simultaneously to return the clutch pedal to the preset half-clutch stroke position, so as to use the engine idle speed to achieve low-speed crawling; (b) For parking control signals: control the clutch slide motor to depress the clutch pedal to the fully disengaged state, and at the same time control the brake cable motor to press the brake pedal to the maximum braking stroke.

[0072] Among them, the preset coordinated control rule refers to the coordinated control process of clutch and brake under different control signals; the target speed threshold refers to the expected speed value set according to the control type; the fully disengaged state indicates the 100% travel position of the clutch pedal; the semi-engaged travel position refers to the 40%-60% travel range of the clutch pedal.

[0073] This embodiment defines a clutch and brake coordinated control strategy based on different control signals. Specifically, the controller selects the corresponding control rule according to the current signal type: during slow or snail-like speed control, a "rapid deceleration-steady-state maintenance" phase strategy is adopted, that is, when overspeeding, power output is cut off first and then braking is applied; when the target speed is reached, the brake is released and clutch partial engagement is used to achieve stable low-speed driving; during parking control, clutch disengagement and maximum braking are executed simultaneously to ensure reliable stopping. This phased coordinated control scheme ensures both the timeliness and reliability of control, and achieves smoothness during low-speed driving, effectively avoiding vehicle shocks and vibrations.

[0074] In vehicle speed braking control, various factors can affect control accuracy. Current solutions lack a more precise control method for pedal application, making it difficult to accurately and smoothly reduce speed to the target speed within the target distance. A more precise speed regulation can be achieved by introducing a dual-deviation control strategy.

[0075] The following example uses the worm speed control stage of the S503 to illustrate the dual deviation control strategy. Please refer to [link / reference needed]. Figure 8 Here is another flowchart illustrating the docking method for aviation ground service equipment in this application: S801, The controller periodically acquires the current vehicle speed of the ground service equipment; This step continues after the vehicle enters docking mode. Specifically, the controller reads the signal data from the vehicle speed sensor in real time via the CAN bus, converting the obtained pulse or analog signals into actual vehicle speed values. The controller establishes an independent timer to ensure that vehicle speed data acquisition strictly adheres to the preset time intervals. Simultaneously, the controller filters the raw data to eliminate potential signal jitter and interference, improving the reliability of the vehicle speed data. This continuous data acquisition process provides the foundational data support for subsequent speed control.

[0076] In some embodiments, vehicle speed can be acquired in the following ways: Optionally, a multi-sensor fusion method can be used: signals from multiple wheel speed sensors can be acquired simultaneously; it is understood that other methods can also be used to achieve accurate measurement of vehicle speed, which are not limited here.

[0077] S802. When the first real-time distance is less than the preset second distance threshold, the controller determines the first deviation between the current vehicle speed and the second preset speed threshold. Among them, the first real-time distance represents the current distance between the ground service equipment and the aircraft; the preset second distance threshold represents the distance standard at which snail speed control needs to be entered, which is usually 3 meters; the second preset speed threshold represents the target speed under snail speed control, which is usually 0.36 km / h; and the first deviation represents the difference between the current actual vehicle speed and the target speed. These parameters constitute the basic inputs of the speed control system.

[0078] This step is triggered when the first real-time distance is detected to be less than a preset second distance threshold. Specifically, the controller first confirms that the vehicle is currently within the distance range where worm speed control is required, reads the latest vehicle speed data, compares it with the preset second speed threshold, and calculates the speed deviation value. This deviation value is calculated as "current vehicle speed - second preset speed threshold," and the result can be positive (indicating deceleration is needed) or negative (indicating appropriate acceleration is needed). This calculation process provides a quantitative control basis for subsequent precise speed adjustment.

[0079] In some embodiments, deviation calculation can be achieved in the following ways: Optionally, a dynamic benchmark method can be used: determine a suitable target speed based on the current distance; convert the actual speed to standard units; and finally obtain a precise deviation value through numerical calculation. Optionally, a segmented calculation method can be used: determine the speed range in which the vehicle speed is located; select the corresponding calculation parameters; and finally calculate the deviation according to the requirements of different ranges. It is understood that other calculation methods can also be used to determine the speed deviation, which are not limited here.

[0080] S803: The controller determines the rate of change of the first deviation by comparing the first deviation obtained in this control cycle with the first deviation obtained in the previous control cycle. This step is executed immediately after the speed deviation calculation is completed. Specifically, the controller saves the speed deviation value calculated for each control cycle and compares the currently calculated deviation value with the stored deviation value from the previous cycle when a new control cycle arrives. The rate of change of the deviation is calculated as "(current deviation - previous cycle deviation) / control cycle time". This rate of change reflects the trend and speed of vehicle speed adjustment and is crucial for achieving smooth speed control.

[0081] In some embodiments, the rate of change can be calculated in the following way: Optionally, a moving average method is used: saving the deviation values ​​of the most recent few periods; removing abnormal deviation data; and finally using the average rate of change as the current rate of change. It is understood that other calculation methods can also be used to determine the rate of change, which are not limited here.

[0082] S804, The controller determines a proportional braking component based on the first deviation and a differential braking component based on the rate of change; The proportional braking component represents the basic braking force proportional to the speed deviation; the differential braking component represents the dynamic braking force related to the rate of change of the speed deviation; and the base component represents the control quantity calculated based on a certain quantity. These two components together constitute the core components of the dual-deviation control algorithm, used to achieve precise speed regulation.

[0083] This step is performed after obtaining the speed deviation and rate of change. Specifically, the controller first multiplies the speed deviation by a preset proportional coefficient Kp to obtain the proportional braking component reflecting the static control requirements; then it multiplies the rate of change of the deviation by a preset derivative coefficient Kd to obtain the derivative braking component reflecting the dynamic adjustment requirements. The proportional component is mainly used to eliminate steady-state errors, while the derivative component is used to provide damping and suppress drastic speed fluctuations. The combination of the two can achieve both accurate and smooth speed control.

[0084] In some embodiments, the braking component can be calculated in the following way: Optionally, an adaptive parameter method is used: dynamically adjusting the proportional coefficient and derivative coefficient according to the speed range; calculating the two components separately; and finally ensuring that the component values ​​are within a reasonable range. It is understood that other calculation methods can also be used to determine the braking component, which are not limited here.

[0085] S805 The controller performs a weighted summation of the proportional braking component and the differential braking component to obtain the target braking stroke; This step is performed after obtaining the two braking components. Specifically, the controller first multiplies the proportional braking component by a first weighting coefficient W1, and the differential braking component by a second weighting coefficient W2. The two weighted components are then added together to obtain the comprehensive target braking stroke value. This weighted processing method can reasonably balance static control accuracy and dynamic response characteristics, making speed control both accurate and smooth. The formula for calculating the target braking stroke is: Target braking stroke = W1 × proportional braking component + W2 × differential braking component.

[0086] In some embodiments, the target braking stroke can be obtained as follows: When the first real-time distance is less than a preset second distance threshold, the controller periodically determines the braking stroke parameters of the brake cable motor based on the deviation between the current vehicle speed and the second preset speed threshold. The braking stroke parameters are directly proportional to the deviation. Specifically, the controller first calculates the speed deviation value as "current vehicle speed - second preset speed threshold" and takes its absolute value as the deviation magnitude. The deviation magnitude is then multiplied by a preset proportional coefficient K to obtain the corresponding braking stroke parameters. The selection of the proportional coefficient K needs to consider the mechanical characteristics and control requirements of the braking system, and the optimal value is usually determined through actual testing. This deviation-based real-time adjustment mechanism enables the output of braking force to be precisely matched with the speed control requirements. The formula for calculating the braking stroke parameters is: Braking stroke parameters = K × |current vehicle speed - second preset speed threshold|.

[0087] S806. After sending a clutch worm speed control signal to the clutch slide motor, the controller periodically sends a brake worm speed control signal, including the target braking stroke, to the brake cable motor. The clutch worm speed control signal and the brake worm speed control signal are used to reduce the speed of the ground service equipment to a second preset speed threshold, which is less than a first preset speed threshold, before the real-time distance reaches a preset stopping distance threshold. This step is executed periodically after the braking stroke calculation is completed. Specifically, the controller first sends a clutch worm speed control signal to the clutch slide motor to keep the clutch in a slightly slipping state, providing basic speed damping; then, according to a preset control cycle (usually 20ms), it sends a brake worm speed control signal containing the target braking stroke information to the brake cable motor. The combined effect of these two signals enables precise control of the vehicle speed, ensuring that the vehicle speed smoothly decreases to below the second preset speed threshold before reaching the preset stopping distance.

[0088] In some embodiments, the above dual deviation control strategy can also be applied to other deceleration and braking stages, such as slow speed control and stop control, without limitation.

[0089] The ground service equipment in the embodiments of this invention is described below from the perspective of hardware processing. Please refer to [link / reference]. Figure 9 This is a schematic diagram of the physical device structure of a device to be determined in the embodiments of this application.

[0090] It should be noted that, Figure 9 The structure of the device shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of the present invention.

[0091] like Figure 9As shown, the device to be determined includes a Central Processing Unit (CPU) 901, which can perform various appropriate actions and processes according to a program stored in Read-Only Memory (ROM) 902 or a program loaded from storage portion 908 into Random Access Memory (RAM) 903, such as performing the methods described in the above embodiments. The RAM 903 also stores various programs and data required for system operation. The CPU 901, ROM 902, and RAM 903 are interconnected via a bus 904. An Input / Output (I / O) interface 905 is also connected to the bus 904.

[0092] The following components are connected to I / O interface 905: input section 906 including audio input devices, push-button switches, etc.; output section 907 including a liquid crystal display (LCD) and audio output devices, indicator lights, etc.; storage section 908 including a hard disk, etc.; and communication section 909 including a network interface card such as a LAN (Local Area Network) card, modem, etc. Communication section 909 performs communication processing via a network such as the Internet. Drive 910 is also connected to I / O interface 905 as needed. Removable media 911, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., are installed on drive 910 as needed so that computer programs read from them can be installed into storage section 908 as needed.

[0093] In particular, according to embodiments of the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of the present invention include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing computer programs for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 909, and / or installed from removable medium 911. When the computer program is executed by central processing unit (CPU) 901, it performs the various functions defined in the present invention.

[0094] It should be noted that specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this invention, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0095] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. Each block in a flowchart or block diagram may represent a module, program segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those shown in the drawings.

[0096] Specifically, the pending device in this embodiment includes a processor and a memory. The memory stores a computer program, and when the computer program is executed by the processor, it implements the pending method provided in the above embodiment.

[0097] In another aspect, the present invention also provides a computer-readable storage medium, which may be included in the pending device described in the above embodiments; or it may exist independently and not assembled into the pending device. The storage medium carries one or more computer programs that, when executed by a processor of the pending device, cause the pending device to implement the pending method provided in the above embodiments.

[0098] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

[0099] As used in the above embodiments, depending on the context, the term "when..." can be interpreted as meaning "if...", "after...", "in response to determining...", or "in response to detecting...". Similarly, depending on the context, the phrase "when determining..." or "if (the stated condition or event) is interpreted as meaning "if determining...", "in response to determining...", "when (the stated condition or event) is detected", or "in response to detecting (the stated condition or event)".

[0100] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. This program can be stored in a computer-readable storage medium, and when executed, it can include the processes described in the above method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as ROM or random access memory (RAM), magnetic disks, or optical disks.

Claims

1. A method for docking aviation ground service equipment, applied to ground service equipment, characterized in that, The ground service equipment includes a controller with added control program, a first rangefinder electrically connected to the controller, and an added drive mechanism electrically connected to the controller. The drive mechanism is connected to the brake pedal via a wiring harness. The method includes: The controller receives the first real-time distance between the ground service equipment and the aircraft ahead, fed back by the first rangefinder. When the first real-time distance is less than a preset first distance threshold, the controller sends an accelerator pedal failure signal to the throttle motor controller and a slow speed control signal to the drive mechanism or the travel motor in the ground service equipment. The slow speed control signal is used to reduce the speed of the ground service equipment to no more than a first preset speed threshold before the real-time distance reaches a preset second distance threshold. The preset second distance threshold is less than the preset first distance threshold. When the first real-time distance is less than a preset second distance threshold, the controller sends a worm speed control signal to the drive mechanism or the driving motor. The worm speed control signal is used to reduce the speed of the ground service equipment to a second preset speed threshold that is less than the first preset speed threshold before the real-time distance reaches a preset parking distance threshold. When the first real-time distance is less than the preset parking distance threshold, the controller sends a parking control signal to the drive mechanism, or to the drive mechanism and the driving motor. The parking control signal is used to control the drive mechanism to fully depress the brake pedal until the ground service equipment stops moving. The preset parking distance threshold is less than the preset second distance threshold. After confirming that the ground service equipment has stopped moving, the controller controls the docking platform to extend to complete the docking with the hatch.

2. The method according to claim 1, characterized in that, The docking platform of the ground service equipment includes a silicone rubber drum at the front end, and a second rangefinder and a limit switch are arranged on each side of the silicone rubber drum. After confirming that the ground service equipment has stopped moving, the controller controls the docking platform to extend to complete the docking with the hatch, specifically including: The controller receives the second real-time distance between the silicone rubber barrel and the aircraft in front, fed back by the second rangefinder; When the second real-time distance is less than a preset third distance threshold and the ground service equipment has not stopped moving, the controller sends the parking control signal again; the third distance threshold is less than the preset parking distance threshold. After confirming that the ground service equipment has stopped moving, the controller controls the docking platform to continue extending until the second real-time distance reaches a preset fourth distance value, where the preset fourth distance threshold is less than the preset third distance threshold. After the controller receives the trigger signal from the limit switch, it sends the parking control signal again and controls the docking platform to stop extending.

3. The method according to claim 1 or 2, characterized in that, When the ground service equipment is powered by new energy, the drive mechanism is a brake cable motor that is physically connected to the brake pedal via a wiring harness; The slow speed control signal and the worm speed control signal are used to directly send target speed or torque commands to the travel motor in order to adjust the speed of the ground service equipment; The parking control signal is used to control the brake cable motor to press the brake pedal to the maximum braking stroke while sending a stop command to the drive motor.

4. The method according to claim 1 or 2, characterized in that, When the ground service equipment is fuel-powered, the drive mechanism includes a brake cable motor physically connected to the brake pedal via a wiring harness and a clutch slide motor physically connected to the clutch pedal, for pressing the brake and clutch pedals; The slow speed control signal, sluggish speed control signal, and stop control signal are used to control the brake cable motor and clutch slide rod motor according to preset cooperative control rules to achieve vehicle speed control; The preset collaborative control rules include: For slow speed control signals or snail speed control signals: when the vehicle speed is higher than the target speed threshold, the clutch slide motor is controlled to depress the clutch pedal to a fully disengaged state to cut off the power, and then the brake cable motor is controlled to brake and decelerate; when the vehicle speed is reduced to no higher than the target speed threshold, the brake cable motor is controlled to release the brake, and the clutch slide motor is simultaneously controlled to return the clutch pedal to the preset half-clutch travel position, so as to use the engine idle speed to achieve low-speed crawling; For parking control signals: control the clutch slide motor to depress the clutch pedal to the fully disengaged state, and simultaneously control the brake cable motor to press the brake pedal to the maximum braking stroke.

5. The method according to claim 4, characterized in that, The worm speed control signal includes the clutch worm speed control signal and the brake worm speed control signal; When the first real-time distance is less than a preset second distance threshold, the controller sends a worm speed control signal to the drive mechanism or the driving motor, specifically including: The controller periodically acquires the current vehicle speed of the ground service equipment; When the first real-time distance is less than a preset second distance threshold, the controller periodically determines the braking stroke parameters of the brake cable motor based on the deviation between the current vehicle speed and the second preset speed threshold. The braking stroke parameters are directly proportional to the deviation. After sending a clutch worm speed control signal to the clutch slide motor, the controller periodically sends a brake worm speed control signal, including the braking stroke parameter, to the brake cable motor. The clutch worm speed control signal is used to drive the clutch slide motor to move the clutch pedal to a fully disengaged state, and the brake worm speed control signal is used to drive the brake cable motor to perform proportional braking corresponding to the magnitude of the deviation.

6. The method according to claim 4, characterized in that, The worm speed control signal includes the clutch worm speed control signal and the brake worm speed control signal; When the first real-time distance is less than a preset second distance threshold, the controller sends a worm speed control signal to the drive mechanism or the driving motor, specifically including: The controller periodically acquires the current vehicle speed of the ground service equipment; When the first real-time distance is less than a preset second distance threshold, the controller determines a first deviation between the current vehicle speed and the second preset speed threshold; The controller determines the rate of change of the first deviation by comparing the first deviation obtained in the current control cycle with the first deviation obtained in the previous control cycle. The controller determines a proportional braking component based on the first deviation and a differential braking component based on the rate of change. The controller performs a weighted summation of the proportional braking component and the differential braking component to obtain the target braking stroke. After sending a clutch worm speed control signal to the clutch slide motor, the controller periodically sends a brake worm speed control signal, including the target braking stroke, to the brake cable motor.

7. The method according to claim 1 or 2, characterized in that, The method further includes: As the ground service equipment approaches the aircraft, the controller sends display data to the display of the ground service equipment and / or the dispatch control center in real time. The display data is used to present the comparison information between the first real-time distance and each distance threshold, as well as the fault status of the rangefinder, on the display in real time. The controller controls the indicator lights in the ground service equipment to display one of three different preset colors based on the relationship between the first real-time distance, the preset second distance threshold, and the preset parking distance threshold.

8. A ground service equipment, characterized in that, The ground service equipment includes: one or more processors and a memory; the memory is coupled to the one or more processors, the memory is used to store computer program code, the computer program code including computer instructions, and the one or more processors call the computer instructions to cause the ground service equipment to perform the method as described in any one of claims 1-7.

9. A computer-readable storage medium comprising instructions, characterized in that, When the instructions are executed on the ground service equipment, the ground service equipment performs the method as described in any one of claims 1-7.

10. A computer program product, characterized in that, When the computer program product is run on a ground service device, it causes the ground service device to perform the method as described in any one of claims 1-7.

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