A deicing vehicle cockpit and nacelle operating system and control method

Abstract

The present application relates to the technical field of civil aviation ground support equipment, and particularly relates to a deicing vehicle cockpit and nacelle operation system and a control method, which comprises a control module, the control module comprises a chassis control end arranged in a chassis cab and a nacelle control end arranged in a working nacelle; a sensor module, the sensor module comprises a seat sensor for detecting an occupancy state of the nacelle and a proximity sensor arranged on a side of a spray gun and used for detecting a distance between the spray gun and a target surface; a permission switching mode based on the occupancy state of the nacelle can reduce control conflicts caused by the chassis cab and the nacelle simultaneously issuing operation control instructions; the proximity sensor is combined with echo screening, which is beneficial to improving distance measurement stability in a liquid mist environment; a decision control unit directly outputs suppression control instructions and distance compensation control instructions to a hydraulic proportional valve group, so that the spray gun can be safely approached while the consistency of spray distance control is improved.

Description

Technical Field

[0001] This invention relates to the field of civil aviation ground support equipment technology, and in particular to a de-icing vehicle cockpit and pod operation system and control method. Background Technology

[0002] Current civil aviation de-icing operations are transitioning from a two-person collaborative mode to a single-person operation mode. During this process, issues such as untimely switching of control authority between the chassis cockpit and the aerial work pod, repeated operations, or misoperations are prone to occur. Furthermore, when the spray gun is working close to the aircraft skin, there are also drawbacks such as a large blind spot and a lack of reliable anti-collision constraints during the approach process.

[0003] Furthermore, existing de-icing trucks typically rely on operator experience to control the spray distance between the spray gun and the target surface, lacking closed-loop compensation control based on distance detection results. This leads to significant fluctuations in the spray distance, affecting the temperature of the de-icing fluid upon reaching the target surface, the coverage effect, and the utilization rate of the fluid. Especially in liquid mist environments, distance sensors are susceptible to scattering interference. If only a general ranging solution is used, it can easily lead to unstable ranging, thereby affecting operational safety and control accuracy.

[0004] Therefore, it is necessary to provide a de-icing truck cab and pod operation system and its control method that can realize access interlock between the cab and pod, spray gun distance detection and filtering, collision protection, and closed-loop compensation control of spray distance. Summary of the Invention

[0005] The purpose of this section is to outline some aspects of embodiments of the present invention and to briefly describe some preferred embodiments. Simplifications or omissions may be made in this section, as well as in the abstract and title of this application, to avoid obscuring the purpose of these documents; however, such simplifications or omissions should not be construed as limiting the scope of the invention.

[0006] In view of the problem of lack of closed-loop adjustment means for injection distance in the above or existing technologies, the present invention is proposed.

[0007] To solve the aforementioned technical problems of de-icing trucks, the present invention provides the following technical solution: a de-icing truck cab and pod operation system, comprising: a control module, the control module including a chassis control terminal disposed in the chassis cab and a pod control terminal disposed in the working pod; a sensor module, the sensor module including a seat sensor for detecting the pod occupancy status and a proximity sensor disposed on the side of the spray gun for detecting the distance between the spray gun and the target surface; and a decision control unit, the decision control unit being electrically connected to the control module, the sensor module, and the actuator of the working arm, the actuator including at least a hydraulic proportional valve group for driving the working arm to rotate, luff, and extend.

[0008] As a preferred embodiment of the de-icing truck cab and pod operation system of the present invention, the decision control unit is configured to: when the seat sensor detects that the pod is occupied, shut down the operation control signal output corresponding to the chassis control terminal and enable the pod control terminal to obtain operation control authority; receive the operation input signal and the distance signal output by the proximity sensor, filter the distance signal to generate anti-collision control command and distance compensation control command; and output the anti-collision control command and distance compensation control command to the hydraulic proportional valve group to control the movement of the working arm so that the spraying distance between the spray gun and the target surface is maintained within a preset target range; the decision control unit collects the operation input signal and distance signal according to a preset control cycle, and completes the authority judgment, distance calculation, collision judgment and valve control command output in each control cycle.

[0009] As a preferred embodiment of the de-icing vehicle cab and pod operation system of the present invention, the proximity sensor is mounted on the side wing bracket or spray gun mounting base of the spray gun; the filtering process includes filtering the echo signal based on at least one parameter among echo intensity, echo duration, continuous sampling consistency and distance change rate, in order to distinguish between target surface reflected echoes and liquid mist scattered echoes.

[0010] As a preferred embodiment of the de-icing truck cab and pod operation system of the present invention, when the real-time distance between the spray gun and the target surface is less than a preset safety threshold, the decision control unit generates a suppression control command to prevent approach, causing the hydraulic proportional valve group to enter at least one of the pressure holding state, the neutral state, or the deceleration state.

[0011] As a preferred embodiment of the de-icing truck cab and pod operation system of the present invention, the preset target range is 0.8m to 1.2m, and the preset target range can be calibrated according to the spray gun angle, liquid flow rate, operating arm response speed and target surface curvature.

[0012] As a preferred embodiment of the de-icing truck cab and pod operation system of the present invention, the sensor module further includes a blind spot lidar, and the decision control unit constructs a local contour model of the target surface based on the point cloud data output by the blind spot lidar, and generates auxiliary guidance control commands for the working arm based on the local contour model.

[0013] As a preferred embodiment of the de-icing truck cab and pod operation system of the present invention, the operating handle of the chassis control end or the pod control end is provided with a tactile feedback mechanism, and the decision control unit adjusts the vibration frequency or vibration intensity of the tactile feedback mechanism according to the deviation between the real-time distance and the preset target range.

[0014] As a preferred embodiment of the de-icing truck cab and pod operation system of the present invention, it further includes an automatic return module, which is used to control the working arm to automatically retract to the transport locking position according to the return control command output by the decision control unit after the operation is completed.

[0015] To solve the control problem of de-icing trucks, this invention provides the following technical solution: a control method comprising the following steps: detecting the pod occupancy status and switching the operation control permissions between the chassis control terminal and the pod control terminal based on the detection result; acquiring operation input signals and distance signals output by proximity sensors, and filtering the distance signals; comparing the filtered distance signals with a safety threshold, and outputting a suppression control command when the distance is less than a preset safety threshold; generating a distance compensation control command based on the deviation between the filtered distance signal and a preset target range, and outputting the suppression control command and the distance compensation control command to a hydraulic proportional valve group to control the movement of the boom.

[0016] As a preferred embodiment of the control method of the present invention, it further includes a driving interlock step, wherein when the boom action signal and / or spraying signal are detected, the decision control unit outputs a speed limit command and / or power limit command to the chassis driving control unit.

[0017] The beneficial effects of the de-icing truck cab and pod operation system and control method of the present invention are as follows: the permission switching method based on the pod occupancy status can reduce the control conflict caused by the simultaneous issuance of operation control commands by the chassis cab and the pod; the combination of proximity sensor and echo screening is beneficial to improving the distance measurement stability in liquid mist environment; the decision control unit directly outputs suppression control commands and distance compensation control commands to the hydraulic proportional valve group, which can improve the consistency of spray distance control while ensuring the safe approach of the spray gun. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the following description of the embodiments will be briefly introduced. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of a de-icing truck, showing the driver's cab and pod operation system.

[0020] Figure 2 This is a block diagram illustrating the control principle of the de-icing truck's cab and pod operating system. Detailed Implementation

[0021] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0022] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of the invention. Therefore, the invention is not limited to the specific embodiments disclosed below.

[0023] Secondly, the term "one embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in one embodiment" appearing in different places in this specification does not necessarily refer to the same embodiment, nor is it a single or selective embodiment that is mutually exclusive with other embodiments.

[0024] Example 1

[0025] Reference Figure 1 and Figure 2 This is the first embodiment of the present invention. This embodiment provides a de-icing truck cab and pod operation system, including a control module 100, a sensor module 300 and a decision control unit 500. The control module 100 includes a chassis control terminal disposed in the chassis cab 200 and a pod control terminal disposed in the operation pod.

[0026] like Figure 1 As shown, the chassis cab 200 is located at the front of the vehicle, the boom 600 is mounted on the slewing platform in the middle of the vehicle, the work pod is connected to the end of the boom 600, and the spray gun 400 is mounted below or to the side of the work pod. The boom 600 includes at least a slewing joint, a luffing cylinder, and a telescopic boom section, each driven by a corresponding hydraulic proportional valve group.

[0027] Both the chassis control terminal and the pod control terminal can include operating handles, push-button switches, and status display components, used to send work control signals to the decision control unit 500. The decision control unit 500 can be implemented using an industrial controller, vehicle controller, or PLC, and establishes electrical connections with each functional component through at least one of CAN bus, Ethernet, serial port, analog interface, or PWM drive interface.

[0028] The actuator of the boom 600 includes at least a hydraulic proportional valve group for driving the boom 600 to rotate, luff, and extend. After receiving the operation input signal from the chassis control end or the pod control end, the decision control unit 500 converts the operation input signal into a corresponding valve control electrical signal and outputs it to the hydraulic proportional valve group. The hydraulic proportional valve group then controls the hydraulic cylinder or hydraulic motor to drive the boom 600 and the spray gun 400 to produce corresponding rotation, luffing, extension, or holding actions. Thus, multi-channel control is not just a task allocation at the software level, but is ultimately transformed into specific electrical control commands applied to the hydraulic proportional valve group to drive the actuator to produce physical displacement or state changes.

[0029] The seat sensor 301 is used to detect the pod occupancy status. When the seat sensor 301 detects that the pod is occupied, the decision control unit 500 shuts down the corresponding work control signal output of the chassis control terminal, and only retains the work control authority of the pod control terminal to the boom 600. When the seat sensor 301 does not detect that the pod is occupied, the corresponding work control authority of the chassis control terminal can be restored. In this way, the control conflict caused by the simultaneous issuance of work commands from both ends can be reduced.

[0030] The proximity sensor 302 is mounted on the side support of the spray gun 400 or on the spray gun 400 mounting base to detect the distance between the spray gun 400 and the target surface of the aircraft skin. In order to reduce the influence of the liquid mist formed during the spraying of de-icing fluid on the ranging result, the decision control unit 500 filters the echo output by the proximity sensor 302. The decision control unit 500 reads the echo intensity, echo duration and ranging value in multiple consecutive control cycles. When an echo simultaneously meets the following conditions: the intensity is within the target reflection threshold range, the duration is greater than the preset minimum duration, and the ranging change rate is less than the preset threshold in at least two consecutive control cycles (e.g., two or three), the echo is determined to be a target surface reflection echo. As an example, the minimum duration threshold can be set to 5ms, and the change rate threshold can be set to 0.1m / s. The above values ​​can be calibrated and adjusted according to the sensor model and working environment. Transient echoes that appear only within a single control cycle, have a short duration, and exhibit large jumps in ranging values ​​are identified as liquid mist scattering echoes and are discarded. The filtered effective distance signals then participate in subsequent collision avoidance determination and distance compensation control.

[0031] Example 2

[0032] See Figure 1 and Figure 2 This embodiment is the second embodiment of this solution.

[0033] Preferably, the filtering process performed by the decision control unit 500 on the distance signal from the proximity sensor 302 specifically includes the following steps: establishing a sliding data buffer of length N (N≥5) to store real-time ranging values ​​within N consecutive control cycles; within the current control cycle, reading the echo signal from the proximity sensor 302, and initially determining whether the echo is a reflection echo from the target surface or a liquid mist scattering echo; if it is determined to be a reflection echo from the target surface, storing its ranging value in the sliding data buffer; if it is determined to be a liquid mist scattering echo, discarding the echo data and setting the previous... The effective distance measurement value of one control cycle is stored in the buffer as the replacement value for the current cycle. When the sliding data buffer is full, the median or average value of all distance measurement values ​​in the buffer is calculated, and the median or average value is output as the final effective distance signal for the current control cycle for subsequent collision avoidance judgment and distance compensation control. If no effective target echo is received for several consecutive control cycles (such as three consecutive cycles), the decision control unit 500 determines that the signal is lost, outputs an alarm signal and controls the working arm 600 to enter the deceleration or holding state until the signal is restored.

[0034] When the effective distance signal indicates that the real-time distance between the spray gun 400 and the target surface is less than the preset safety threshold, the decision control unit 500 generates a suppression control command to prevent approaching, causing the hydraulic proportional valve group to enter the neutral, pressure-holding, or deceleration state, thereby preventing the working arm 600 from continuing to approach the target surface; when the real-time distance is within the safe range, the decision control unit 500 generates a distance compensation control command based on the deviation between the real-time distance and the preset target range, and corrects the output of the hydraulic proportional valve group to control the working arm 600 to extend or adjust its posture slightly, so that the spraying distance between the spray gun 400 and the target surface remains within the preset target range.

[0035] Example 3

[0036] See Figure 1 and Figure 2 This embodiment is the third embodiment of this solution.

[0037] Preferably, the decision control unit 500 generates a distance compensation control command based on the deviation between the effective distance signal and the preset target range. Specifically, it adopts a proportional control (P control) algorithm with a dead zone: assuming the center value of the preset target range is D_target (e.g., 1.0m), and the effective distance obtained in the current control cycle is D_current, then the deviation ΔD = D_current - D_target; a control dead zone range [-D_dead, +D_dead] (e.g., D_dead = 0.05m) is set. When |ΔD| ≤ D_dead, the decision control unit 500 does not output a distance compensation control command to maintain the current posture of the working arm 600 and avoid frequent fine-tuning of the hydraulic system. When ΔD > D_dead, the current spraying distance is determined to be too far. The decision control unit 500 outputs a proximity compensation signal proportional to the magnitude of ΔD, controlling the hydraulic proportional valve group to drive the working arm 600 to slightly retract or change its amplitude, so that the spray gun 400 approaches the target surface. When ΔD < -D_dead, the current spraying distance is determined to be too short. The decision control unit 500 outputs a distance compensation signal proportional to the absolute value of ΔD, controlling the hydraulic proportional valve group to drive the working arm 600 to slightly extend or change its amplitude, so that the spray gun 400 moves away from the target surface. The proximity and distance compensation signals are electrical signals, and their amplitude or pulse width has a linear or piecewise linear relationship with the deviation ΔD, so as to control the opening of the hydraulic proportional valve group and realize stepless speed regulation fine adjustment.

[0038] Example 4

[0039] See Figure 1 and Figure 2 This embodiment is the fourth embodiment of this solution.

[0040] To verify the control effect of the de-icing truck cab and pod operation system of the present invention, and to determine the preferred preset target range between the spray gun 400 and the target surface, a systematic prototype test was conducted under typical de-icing conditions. The test results are shown in Tables 1 to 3.

[0041] The experimental conditions are as follows:

[0042] (1) Prototype parameters: The main technical parameters of the de-icing truck prototype used in the test are as follows: the maximum working height of the 600 working arm is not less than 14m, and the maximum working radius is not less than 8m; the rated working pressure of the hydraulic system is 21MPa, the hydraulic proportional valve group adopts electro-hydraulic proportional control, and the response time is not greater than 200ms; the rated flow rate of the de-icing fluid spraying system is 60L / min, and the spray angle of the 400 spray gun can be adjusted within the range of 30° to 60°. The control cycle of the decision control unit 500 of the control system is set to 50ms. The proximity sensor 302 adopts a laser rangefinder sensor with a range of 0.2m to 5m and a measurement accuracy of ±10mm.

[0043] (2) Environmental conditions: All tests were conducted outdoors in a natural environment with an ambient temperature of -5℃ to +5℃, a relative humidity of 60% to 85%, and a wind speed of no more than 3m / s (Beaufort wind force level 2 or below). The test site was an open, hardened ground with no obstructions interfering with the movement of the 600° working arm. The selection of the above environmental conditions was intended to simulate the typical climatic conditions of airport de-icing operations in winter.

[0044] (3) Target surface simulation component: The test uses an aluminum alloy simulated panel with the same material and curvature as the fuselage skin of a typical civil airliner (such as the B737 / A320 series) as the target surface. The panel size is 2m×2m, and the surface treatment (including coating type and roughness) is consistent with the real aircraft skin. The simulated panel is fixed on a special bracket, and the height of the bracket is adjustable to simulate the working height of different aircraft models and different parts.

[0045] (4) Test conditions: At each test distance (0.8m, 0.9m, 1.0m, 1.1m, 1.2m), the de-icing fluid temperature was set to 65℃±2℃, the spraying pressure to 1.2MPa±0.05MPa, and the spray angle of the 400 spray gun was fixed at 45°. Each distance point was tested at least 5 times, and the average value was taken as the final result. After the 600 working arm maintained static stability at each test distance point, the spraying was started and continued for at least 30s to collect various data.

[0046] Table 1 shows the test results of spray coverage and spray uniformity at different spraying distances. The spray coverage width (cm) is defined as the maximum lateral width of the liquid film coverage area formed by the de-icing fluid sprayed from the 400mm spray gun on the target surface. This indicator reflects the effective working area of ​​a single spray. Measurement method: A high-speed camera (frame rate not less than 60fps) was used to capture the projected image of the sprayed liquid film on the target surface in a plane perpendicular to the spraying direction. The boundary of the liquid film coverage area was extracted using image processing software, and its maximum lateral dimension was calculated. The average of five measurements was taken at each test distance.

[0047] Definition of coefficient of variation (CV) for flow rate per unit area: Within the spray coverage area, the dispersion of de-icing fluid flow rate per unit area at each measurement point, i.e., the ratio of standard deviation to mean (CV = σ / μ × 100%). A smaller CV value indicates better uniformity of the spray distribution. Measurement method: Within the spray coverage area of ​​the target surface, at least 25 collection containers (container diameter not less than 50 mm) are evenly arranged using a grid method. After spraying, the liquid mass in each container is weighed, and the flow rate per unit area at each point is calculated. The mean μ and standard deviation σ are then obtained, and finally, the coefficient of variation CV is calculated.

[0048] The center / edge flow rate ratio is defined as the ratio of the flow rate per unit area at the center of the spray coverage area (near the intersection of the spray axis and the target surface) to the flow rate per unit area at the edge locations (located on the left and right sides of the spray coverage area at approximately 1 / 2 the spray width from the center). A ratio closer to 1 indicates better symmetry and uniformity of the spray distribution. Measurement method: Based on the flow rate data collected using the grid method described above, the average value of three measuring points in the central area is taken as the center flow rate, and the average value of three measuring points on each of the left and right edge areas is taken as the edge flow rate. The ratio between the two is then calculated.

[0049] Definition of Coverage Uniformity Score (out of 100): A comprehensive evaluation score reflecting the uniformity of spraying based on three indicators: spray coverage width, flow rate variation coefficient, and center / edge flow rate ratio. A higher score indicates better spray uniformity. In this embodiment, this score is obtained by those skilled in the art based on the measured results of the three indicators—spray coverage width, flow rate variation coefficient, and center / edge flow rate ratio—combined with the actual process requirements of de-icing operations, using a weighted comprehensive evaluation. The score values ​​for each distance point listed in Table 1 are the evaluation results obtained according to the above comprehensive evaluation method.

[0050] Table 1:

[0051] Table 2 shows the test results of de-icing effect at different spray distances. Average de-icing time per unit area (s / m) 2 Definition of ): The target surface unit area (1m²) 2 The average spraying time required for complete removal of ice from the target surface. Measurement method: Before the test, a uniformly thick ice layer (3mm ± 0.5mm thick, achieved by quantitative water spraying and freezing in a low-temperature environment) is pre-prepared on the target surface. After spraying is started, the melting of the ice layer is monitored by visual observation combined with infrared thermal imaging. The time required from the start of spraying to the complete removal of the ice layer from the target area is recorded and divided by the area of ​​that area. Each test point is repeated 5 times and the average value is taken.

[0052] Definition of single-spray de-icing completion rate (%): The percentage of the target surface area where ice is completely removed after a single continuous spray (lasting 30 seconds) out of the total sprayed area. Measurement method: After spraying, a high-definition camera is used to photograph the target surface. Image processing software is used to identify the areas with residual ice and the areas that have been cleared, and the percentage of the cleared area out of the total sprayed area is calculated. The higher the percentage, the higher the de-icing efficiency of a single spray.

[0053] Definition of effective adhesion rate (%) of de-icing fluid: The proportion of the mass of de-icing fluid sprayed onto the target surface and actually participating in the de-icing action to the total mass of de-icing fluid sprayed from the spray gun 400. Measurement method: Install a flow meter at the outlet of the spray gun 400 to record the total mass of liquid sprayed throughout the entire spraying cycle; lay a collection device below the area covered by the corresponding spray pattern on the target surface to collect the actual mass of liquid reaching the target surface. Effective adhesion rate = (mass of liquid collected on the target surface / total mass of sprayed liquid) × 100%, reflecting the degree of diffusion and drift of de-icing fluid in the air.

[0054] Definition of temperature drop (°C) upon reaching the target surface: The temperature drop caused by heat exchange with air during the process of de-icing fluid being sprayed from the 400 nozzle of the spray gun onto the target surface. Measurement method: A thermocouple temperature sensor is installed at the 400 nozzle of the spray gun to measure the initial spray temperature T0; a surface temperature sensor is installed at the point where the liquid film lands on the target surface to measure the temperature Ti of the de-icing fluid upon reaching the target surface. Temperature drop = T0 - Ti. The smaller the temperature drop, the less heat loss of the de-icing fluid during transmission, and the better the de-icing effect.

[0055] Table 2:

[0056] Table 3 shows the test results of operational safety and control stability at different spraying distances. The minimum safety clearance margin (cm) is defined as the difference between the minimum stable distance that the spray gun 400 or any component of the operating arm 600 can reach when approaching the target surface, and the preset safety threshold (0.5m in this test), under the condition that the system's anti-collision control function is activated. Measurement method: The operator drives the operating arm 600 towards the target surface at the maximum approach speed (not exceeding 0.3m / s). The distance between the spray gun 400 and the target surface is recorded in real time by the proximity sensor 302. When the anti-collision suppression control command is triggered to stop or decelerate the operating arm 600, the stable distance D_stop at this time is recorded. Safety clearance margin = D_stop - 0.5m. The larger the margin, the more sufficient the system's safety redundancy.

[0057] The definition of collision avoidance warning trigger lead time (ms) is: the time interval from the moment the real-time distance between the spray gun 400 and the target surface first falls below the preset safety threshold (0.5m), calculated based on the actual movement speed of the current approaching arm 600, to the theoretical arrival time of the spray gun 400 or any component of the operating arm 600 at the target surface. Measurement method: The distance signal from the proximity sensor 302 and the control current signal from the hydraulic proportional valve group are simultaneously recorded using an oscilloscope or data acquisition card. Combined with the current approach speed, the time difference between the safety threshold trigger time and the theoretical collision time is calculated. A larger lead time indicates a more ample intervention time window for the operator and safety control system after the safety threshold is exceeded, resulting in more effective warning and response strategies. Operators have more time to perform evasive maneuvers or for the system to automatically decelerate / stop.

[0058] Definition of the number of fine-tuning operations per minute (times / min): The frequency at which the decision control unit 500 automatically drives the working arm 600 to perform attitude fine-tuning due to distance closed-loop compensation control, under the condition that the operator keeps the control handle in a fixed position (i.e., no active control input). Measurement method: Record the number of hydraulic proportional valve group actions triggered by distance compensation control commands within 1 minute (using the control current change exceeding a set threshold (e.g., 5% of rated current) as the counting condition). The fewer the number of fine-tuning operations, the better the system's stability within the target distance range, and the lower the wear and energy consumption of the hydraulic system.

[0059] Definition of Control Stability Score (out of 100): A comprehensive evaluation score reflecting the stability of the control system, including collision avoidance warning response speed, safety clearance margin, and the fine-tuning frequency of the boom 600. A higher score indicates better control stability. In this embodiment, the score is determined by a person skilled in the art based on the measured results of three indicators: safety clearance margin, collision avoidance warning trigger lead time, and the number of fine-tuning operations per minute of the boom 600, combined with the actual requirements for safety and control accuracy in de-icing operations. The score values ​​for each distance point listed in Table 3 are the evaluation results obtained according to the above comprehensive evaluation method.

[0060] Table 3:

[0061] Based on the experimental data in Tables 1 to 3, the following conclusions can be drawn. The effect of spray distance on spray width and uniformity: As shown in Table 1, as the distance between the spray gun 400 and the target surface increases from 0.8m to 1.2m, the spray width gradually increases from 63cm to 114cm, exhibiting an approximately linear growth trend. This is due to the lateral diffusion of droplet groups during the airborne transmission of the jet stream. However, the increase in spray width comes at the cost of reduced spray concentration: the coefficient of variation (CV) of the flow rate per unit area first decreases from 18.7% at 0.8m to 8.4% at 1.0m, then rebounds to 17.3% at 1.2m; the center / edge flow rate ratio improves from 1.46 at 0.8m to 1.11 at 1.0m, but deteriorates again to 1.35 at 1.2m. The data above indicate that when the spray distance is too short (0.8m), the liquid flow is not fully expanded, the spray width is narrow, and the flow rate in the central area is concentrated, which easily leads to local overspray and insufficient spray at the edges. When the spray distance is too long (1.2m), the droplet swarm diffuses excessively, the central flow velocity decreases significantly, the edge flow rate increases relatively, and the uniformity decreases again. At a distance of 1.0m, the CV value is the lowest, the central / edge flow rate ratio is closest to 1, and the coverage uniformity score reaches the highest value of 95 points, indicating that the spray momentum and diffusion degree are optimally balanced at this distance.

[0062] The effect of spraying distance on de-icing efficiency and thermal performance: As shown in Table 2, the effect of spraying distance on de-icing effect is more significant. The average de-icing time per unit area first decreases and then increases with increasing distance: it is 39.8 s / m at 0.8 m. 2 At 1.0m, the speed is reduced to 29.7s / m. 2 (A decrease of 25.4%), but it rebounded to 38.6 s / m at 1.2m. 2Correspondingly, the de-icing completion rate for a single spray was 84.7%, 96.2%, and 85.3% at distances of 0.8m, 1.0m, and 1.2m, respectively. This trend can be explained by two competing physical mechanisms: on the one hand, the increased distance results in a wider spray coverage, increasing the effective working area per spray and thus improving the completion rate; on the other hand, the increased distance leads to a longer flight time of droplets in the air, exacerbating the temperature drop of the de-icing fluid (from 4.2℃ at 0.8m to 8.3℃ at 1.2m), while the droplet loss rate increases (effective adhesion rate decreases from 91.4% to 88.7%), weakening the de-icing capacity per unit area. The combined effect of these two mechanisms makes 1.0m the optimal compromise point, where the de-icing completion rate is highest, the effective adhesion rate is largest, and the temperature drop is controlled within an acceptable range (5.8℃), resulting in the best overall de-icing effect. It is worth noting that the temperature drop data in Table 2 does not change linearly with increasing distance: the temperature drop increment is 0.8℃ in the range of 0.9m to 1.0m, while it reaches 1.6℃ in the range of 1.1m to 1.2m. This indicates that beyond 1.1m, the rate of heat attenuation of the de-icing fluid in the air accelerates significantly, further confirming the rationality of not setting the upper limit of the preset target range too high.

[0063] The impact of spraying distance on operational safety and control stability: Table 3 shows that as the spraying distance increases, the minimum safety clearance margin increases from 12cm at 0.8m to 37cm at 1.2m, and the anti-collision warning trigger lead time increases from 180ms to 381ms. This trend indicates that increasing the spraying distance has a direct positive effect on improving system safety. However, the number of fine adjustments per minute for the 600mm boom is lowest at 1.0m (5.2 times / min), while it increases to 9.8 times / min and 7.6 times / min at 0.8m and 1.2m, respectively. The frequent fine adjustments at 0.8m are due to the narrow safety boundary at close range, requiring the control system to frequently issue correction commands to prevent collisions. The increase in fine adjustments at 1.2m is due to excessive spray spread, requiring operators or the control system to continuously adjust the spray gun posture to compensate for insufficient flow in the edge areas to maintain effective spray coverage. The control stability score reached its highest value of 96 at 1.0m, indicating that the safety margin, early warning lead time, and fine-tuning frequency were optimally configured at this distance.

[0064] Overall Optimal Conclusion: Based on the data analysis in Tables 1, 2, and 3, a spray distance of 1.0m yields the best spray uniformity (CV=8.4%, uniformity score 95), highest de-icing efficiency (completion rate 96.2%, de-icing time 29.7s / m²), and highest effective adhesion rate (95.1%), while also exhibiting the best control stability (stability score 96). Although a larger safety margin is achieved at 1.2m, the de-icing efficiency decreases significantly (completion rate drops to 85.3%, effective adhesion rate drops to 88.7%), and the temperature drop is excessive (8.3℃), approaching the quality boundary affecting de-icing performance. At 0.8m, although the temperature drop is smaller (4.2℃), the narrow spray width significantly prolongs the de-icing time, and the safety gap is too small (margin only 12cm), requiring frequent system intervention and adjustments, affecting operational smoothness and safety. Therefore, the preset target range was determined to be 0.8m to 1.2m with 1.0m as the center value, comprehensively considering multiple dimensions such as spray coverage width, spray uniformity, de-icing completion rate, effective adhesion rate of the de-icing agent, thermal attenuation, safety clearance margin, and control system stability. It is important to emphasize that the determination of this target range is closely related to the spray angle of the spray gun 400, the de-icing fluid flow rate, the ambient temperature, the curvature of the target surface, and the hydraulic response characteristics of the operating arm 600. For de-icing truck models with different technical parameters, spray guns 400 with different structural forms, or different spraying conditions, this target range can be recalibrated using the same test methods and evaluation indicators. Therefore, the numerical range of 0.8m to 1.2m should be understood as a preferred configuration for the prototype of this embodiment under typical de-icing conditions, rather than an absolute limitation of the invention.

[0065] The test methods and evaluation indicators described in this embodiment are the specific implementation of "calibration based on the spray gun's 400° spray angle, liquid flow rate, operating arm's 600° response speed, and target surface curvature". For de-icing truck models with different technical parameters, spray guns with different structural forms, or different spraying conditions, the same test method can be used to recalibrate the preset target range.

[0066] Example 5

[0067] Reference Figure 1 and Figure 2 This is the fifth embodiment of the present invention. Unlike the previous embodiment, the sensor module 300 may also include a blind spot lidar 303.

[0068] The blind spot lidar 303 is used to collect point cloud data of the area near the spray gun 400 or a local area of ​​the machine body. The decision control unit 500 constructs a local contour model of the target surface based on the point cloud data and generates auxiliary guidance control commands for the working arm 600 accordingly.

[0069] Preferably, the decision control unit 500 generates auxiliary guidance control commands for the working arm 600 based on the local contour model. The auxiliary guidance control commands are a type of soft limit intervention command: the decision control unit 500 calculates the safe movement boundary in the normal direction of the target surface at the current spray angle of the spray gun 400 based on the constructed local contour model; when the operator's control input signal intends to drive the spray gun 400 to cross the safe movement boundary, the decision control unit 500 does not directly cut off the control, but outputs a gradually increasing reverse inhibition signal to the hydraulic proportional valve group. The amplitude of the reverse inhibition signal is proportional to the magnitude of the tendency to cross the boundary, so as to generate an elastic damping feeling, preventing the operator from continuing to move the spray gun 400 to the danger zone, thereby achieving auxiliary guidance of the working arm 600 and preventing collision.

[0070] Local contour models can be obtained by thresholding, clustering, and surface fitting of point cloud data to assist operators in following complex curved surfaces.

[0071] Furthermore, the operating handles of the chassis control end or the pod control end can be equipped with a tactile feedback mechanism. The decision control unit 500 adjusts the vibration frequency or vibration intensity of the tactile feedback mechanism according to the deviation between the real-time distance and the preset target range, so as to provide the operator with prompts on the proximity of the distance in addition to visual information.

[0072] Preferably, the control logic of the tactile feedback mechanism is as follows: the tactile feedback mechanism only takes effect when the pod control terminal obtains operation control authority; when the effective distance signal is within the preset target range, the decision control unit 500 controls the tactile feedback mechanism not to generate vibration or to generate a very low-frequency, perceptible prompt pulse, indicating that the current distance is ideal; when the effective distance signal exceeds the preset target range but is above the preset safety threshold, the decision control unit 500 controls the tactile feedback mechanism to generate continuous vibration, and the vibration frequency is positively correlated with the absolute value of the deviation, the larger the deviation, the more rapid the vibration; when the effective distance signal is less than the preset safety threshold, the decision control unit 500 controls the tactile feedback mechanism to generate the strongest vibration at the highest frequency or a specific vibration mode different from the former (such as intermittent long vibration) to issue an emergency warning to the operator.

[0073] Furthermore, the system may also include an automatic return module. After the operation is completed, the decision control unit 500 outputs a return control command, and the automatic return module controls the working arm 600 to retract to the transport locking position along a predetermined path, thereby improving vehicle recovery efficiency and reducing manual operation steps.

[0074] Preferably, the homing path of the automatic homing module is a set of joint angle sequence values ​​pre-calibrated and stored in the decision control unit 500: During initial debugging or maintenance, the operator manually controls the working arm 600 to gradually retract from its typical working posture to the transport locking position. The decision control unit 500 simultaneously records the trajectory of the changes in the joint angles throughout the process and saves it as standard homing path data. After the automatic homing command is triggered at the end of the operation, the decision control unit 500 reads the homing path data and uses it as the target value to sequentially output proportional control signals to the hydraulic proportional valve groups corresponding to each joint, driving the working arm 600 to move in reverse along the recorded trajectory until it reaches the transport locking position. During the homing process, the proximity sensor 302 and the blind spot lidar 303 remain in working condition. If an obstacle is detected in the path, the homing action is paused and an alarm is issued.

[0075] Example 6

[0076] Reference Figure 1 and Figure 2 This is the sixth embodiment of the present invention. This embodiment provides a control method using the above-mentioned de-icing truck cab and pod operation system, including the following steps: First, detect the pod occupancy status and switch the operation control permissions of the chassis control terminal and the pod control terminal according to the detection result; then collect the operation input signal and the distance signal output by the proximity sensor 302, and filter the distance signal; then compare the filtered distance signal with a safety threshold, and output a suppression control command when the distance is less than a preset safety threshold; when the distance is within the target adjustment range, output a distance compensation control command according to the deviation between the real-time distance and the preset target range, and send the suppression control command and the distance compensation control command to the hydraulic proportional valve group to control the movement of the working arm 600.

[0077] The control method further includes a driving interlock step. When the boom 600 is detected to be in an extended state and / or a spraying signal is detected, the decision control unit 500 outputs a speed limit command and / or a power limit command to the chassis driving control unit to improve the overall vehicle driving safety in boom operation.

[0078] It should be noted that the control cycle, threshold range, target distance range, echo intensity parameters, duration parameters, and rate of change parameters mentioned in the specification can all be calibrated and adjusted according to different vehicle models, sensor types, and operating conditions, without affecting the basic concept of the present invention.

[0079] It should be understood that numerous specific implementation decisions can be made during the development of any practical implementation, such as in any engineering or design project. Such development efforts may be complex and time-consuming, but for those skilled in the art who benefit from this disclosure, the development effort will be a routine work of design, manufacturing, and production without requiring much experimentation.

[0080] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A de-icing truck cab and pod operating system, characterized in that, include: The control module (100) includes a chassis control terminal located in the chassis cab (200) and a pod control terminal located in the work pod; The sensor module (300) includes a seat sensor (301) for detecting the pod occupancy status and a proximity sensor (302) disposed on the side of the spray gun (400) for detecting the distance between the spray gun (400) and the target surface. The decision control unit (500) is electrically connected to the control module (100), the sensor module (300), and the actuator of the working arm (600). The actuator includes at least a hydraulic proportional valve group for driving the working arm (600) to rotate, luff, and extend.

2. The de-icing truck cab and pod operation system as described in claim 1, characterized in that, The decision control unit (500) is configured to: when the seat sensor (301) detects that the pod is occupied, shut down the operation control signal output corresponding to the chassis control terminal and enable the pod control terminal to obtain operation control authority; The system receives the operation input signal and the distance signal output by the proximity sensor (302), and generates anti-collision control command and distance compensation control command after filtering the distance signal; The anti-collision control command and distance compensation control command are output to the hydraulic proportional valve group to control the movement of the working arm (600) so that the spraying distance between the spray gun (400) and the target surface is kept within the preset target range; The decision control unit (500) collects operation input signals and distance signals according to a preset control cycle, and completes permission judgment, distance calculation, collision judgment and valve control command output in each control cycle.

3. The de-icing truck cab and pod operation system as described in claim 2, characterized in that, The proximity sensor (302) is disposed on the side wing bracket of the spray gun (400) or on the mounting base of the spray gun (400); The filtering process includes: filtering the echo signal based on at least one of the parameters of echo intensity, echo duration, continuous sampling consistency and distance change rate to distinguish between target surface reflected echoes and liquid mist scattered echoes; The decision control unit (500) reads the echo intensity, echo duration, and ranging value in multiple consecutive control cycles. When an echo simultaneously meets the following conditions, it is determined to be a target surface reflected echo, including: The echo intensity is within the preset target reflection threshold range; The echo duration is greater than the preset minimum duration threshold; The rate of change of ranging is less than a preset rate of change threshold over at least two consecutive control cycles; If an echo fails to meet at least one of the above three conditions, it is identified as a liquid mist scattering echo and is discarded.

4. The de-icing truck cab and pod operation system as described in claim 3, characterized in that, When the real-time distance between the spray gun (400) and the target surface is less than a preset safety threshold, the decision control unit (500) generates a suppression control command to prevent approach, causing the hydraulic proportional valve group to enter at least one of the pressure holding state, the neutral state, or the deceleration state.

5. The de-icing truck cab and pod operation system as described in claim 4, characterized in that: The preset target range is 0.8m to 1.2m, and the preset safety threshold is less than the lower limit of the preset target range; The preset target range is configured to be calibrated based on the spray angle of the spray gun (400), the liquid flow rate, the response speed of the working arm (600), and the curvature of the target surface.

6. The de-icing truck cab and pod operation system as described in claim 5, characterized in that, The sensor module (300) also includes a blind spot lidar (303). The decision control unit (500) constructs a local contour model of the target surface based on the point cloud data output by the blind spot lidar (303), and generates auxiliary guidance control commands for the working arm (600) based on the local contour model.

7. The de-icing truck cab and pod operation system as described in claim 6, characterized in that, The operating handle of the chassis control end or the pod control end is equipped with a tactile feedback mechanism. The decision control unit (500) adjusts the vibration frequency or vibration intensity of the tactile feedback mechanism according to the deviation between the real-time distance and the preset target range. The vibration frequency is positively correlated with the absolute value of the deviation of the real-time distance from the center value of the preset target range. When the real-time distance is within the preset target range, the vibration frequency is the first frequency or the vibration stops. When the real-time distance exceeds the preset target range, the vibration frequency increases with the increase of the deviation.

8. The de-icing truck cab and pod operating system as described in claim 5, 6, or 7, characterized in that, It also includes an automatic return module, which is used to control the working arm (600) to automatically return to the transport locking position according to the return control command output by the decision control unit (500) after the operation is completed.

9. A control method, employing the de-icing truck cab and pod operation system as described in any one of claims 1 to 8, characterized in that, Includes the following steps: Detect the pod occupancy status and switch the operation control permissions between the chassis control terminal and the pod control terminal based on the detection results; The operation input signal and the distance signal output by the proximity sensor (302) are collected, and the distance signal is filtered. The filtering process includes screening the echo signal based on at least one parameter among echo intensity, echo duration, continuous sampling consistency and distance change rate to distinguish between target surface reflected echo and liquid mist scattered echo. Based on the filtered distance signal, a safety threshold is compared, and a suppression control command is output when the distance is less than the preset safety threshold. Based on the deviation between the filtered distance signal and the preset target range, a distance compensation control command is generated, and the suppression control command and the distance compensation control command are output to the hydraulic proportional valve group to control the movement of the working arm (600).

10. The control method as described in claim 9, characterized in that, It also includes a driving interlock step, in which when the action signal and / or spraying signal of the working arm (600) are detected, the decision control unit (500) outputs a speed limit command and / or power limit command to the chassis driving control unit.

Images