Dual mode control operating system for deicing service vehicles and deicing service vehicle using the same

Abstract

The application relates to a dual-mode control operation system for a deicing service vehicle and the deicing service vehicle using the system, which comprises a position-adjustable 360 panoramic monitoring device configured to comprehensively monitor obstacles around the deicing service vehicle, a display installed in an operation bucket of the deicing service vehicle and configured to display a monitoring picture provided by the 360 panoramic monitoring device, a vehicle control lever installed in the operation bucket and configured to generate corresponding vehicle control instructions according to operation of the vehicle control lever by an operator, and a chassis controller configured to start a vehicle limited mode first and then drive the deicing service vehicle to run according to the vehicle control instructions after receiving the vehicle control instructions.

Description

Technical Field

[0001] This application relates to the field of service vehicle control for civil aviation airports, and more specifically, to a dual-mode control operating system for de-icing service vehicles and a de-icing service vehicle using the system. Background Technology

[0002] De-icing ground service vehicles are an important part of the civil aviation airport support system. Their core function is to de-ice the aircraft fuselage surface before takeoff, thereby ensuring aircraft flight safety in winter while improving airport operational efficiency. However, in practical application, they have also revealed a series of issues that require continuous improvement.

[0003] A typical "two-section articulated boom" de-icing service vehicle can be viewed as a "mobile de-icing workstation" at its core. It mainly consists of a vehicle chassis, hydraulic system, boom system, operating bucket, and spraying mechanism working together. An example of the system's operation is as follows: First, after starting the vehicle, the driver approaches the aircraft to the location requiring de-icing and parks it. The de-icing operator exits from the co-pilot's seat and enters the operating bucket at the front of the vehicle. Then, the operator uses the corresponding controls on the control panel in the operating bucket (e.g., a multi-axis proportional joystick) to control the hydraulic pump to generate high-pressure oil. This high-pressure oil drives the rotary motor and boom cylinders, delivering the operating bucket to the aircraft fuselage, wings, or other areas requiring de-icing. Subsequently, the operator remotely controls the spraying mechanism via the spraying control system (e.g., a joystick) to evenly spray heated de-icing fluid onto the aircraft surface through nozzles. After completing de-icing work on one area, the operator instructs the driver to slowly move the vehicle to continue de-icing other areas.

[0004] The typical de-icing operation described above presents several problems. First, it requires two personnel, resulting in high labor costs. Second, simple communication between the operator and driver often fails to ensure the driver immediately understands the operator's intentions and moves the vehicle to the desired location. Multiple communications and movements are frequently necessary to reposition the vehicle, during which the operator can only wait for the driver's adjustments and cannot directly intervene. Furthermore, if the driver leaves the vehicle for any reason, the operator must reset the loading platform, enter the cab from the platform to move the vehicle to the designated position, and then return to the platform to raise it again before continuing the de-icing operation. This significantly increases the complexity and time consumption of the de-icing operation.

[0005] Therefore, there is a need to provide operators with a dual-mode control operation scheme that allows operators to simultaneously control the vehicle's movement and the position of the operating bucket while in the operating bucket, in order to achieve an efficient single-person de-icing operation scenario. Summary of the Invention

[0006] This application aims to provide a dual-mode control operating system for de-icing service vehicles and a de-icing service vehicle using the system. The dual-mode control operating system allows the operator to simultaneously control the vehicle's movement and the positional movement of the operating bucket, thereby achieving an efficient single-person de-icing operation scenario.

[0007] According to a first aspect of this application, a dual-mode control operating system for de-icing service vehicles is provided, comprising: A position-adjustable 360° panoramic monitoring device is configured to perform comprehensive obstacle avoidance monitoring of the area surrounding the de-icing service vehicle. The display installed in the operating bucket of the de-icing service vehicle is configured to display the monitoring images provided by the 360° panoramic monitoring device; A vehicle control lever installed within the operating bucket is configured to generate corresponding vehicle control commands based on operator input to the lever; and The chassis controller is configured to, upon receiving the vehicle control command, first activate the vehicle restricted mode and then drive the de-icing service vehicle accordingly based on the vehicle control command.

[0008] According to a second aspect of this application, a de-icing service vehicle is provided, comprising: Vehicle chassis; boom system; Hydraulic system; Operating bucket; Spraying equipment; and The dual-mode control operating system as described in the first aspect; The dual-mode control operating system allows the operator to control both the spraying operation of the spraying bucket and the slow movement of the vehicle.

[0009] This overview is provided to introduce, in a simplified form, some of the concepts further described in the detailed description below. This overview is not intended to identify key or essential features of the claimed subject matter, nor is it intended to limit the scope of the claimed subject matter. Attached Figure Description

[0010] To describe how the above and other advantages and features of the invention are obtained, a more detailed description of the invention, which has been briefly described above, will be presented with reference to specific embodiments of the invention shown in the accompanying drawings. It will be understood that these drawings depict only exemplary embodiments of the invention and are therefore not intended to limit its scope. The invention will be described and explained using the drawings and with the aid of additional features and details, in which: Figure 1A schematic structural diagram of a 360° panoramic monitoring device according to one embodiment of this application is shown.

[0011] Figure 2 A schematic diagram of the movement of a 360° panoramic monitoring device is shown in a work scenario where a de-icing service vehicle according to an embodiment of this application is turning its operating bucket to the left of the vehicle and extending its work area.

[0012] Figure 3 A schematic diagram of the movement of a 360° panoramic monitoring device is shown in a work scenario where a de-icing service vehicle according to an embodiment of this application is turning its operating bucket to the right of the vehicle and extending its work area.

[0013] Figure 4 A schematic diagram of a de-icing service vehicle according to an embodiment of this application is shown in a storage scenario when the 360-degree panoramic monitoring device is in a standby, non-operating state.

[0014] Figure 5 A schematic internal structural diagram of the operating bucket of a de-icing service vehicle according to an embodiment of this application is shown. Detailed Implementation

[0015] Before introducing the solution of this application, let’s take a look at an example structure of a typical two-section articulated boom de-icing service vehicle.

[0016] As mentioned above, the de-icing service vehicle mainly consists of a vehicle chassis, hydraulic system, boom system, operating bucket, and spraying mechanism.

[0017] Vehicle chassis: To ensure stability and strong load-bearing capacity on slippery airport runways, de-icing trucks typically use all-wheel drive (AWD) trucks or specialized chassis. The chassis integrates the engine, cab, running gear, and also houses core components such as de-icing fluid tanks, hydraulic oil tanks, and water pumps.

[0018] Hydraulic system: Responsible for lifting, rotating, and other movement operations of the operating bucket. Its core components are the hydraulic pump, proportional multi-way valve, and hydraulic cylinders. The hydraulic pump (such as a double gear pump) converts engine power into high-pressure oil, driving the various cylinders and motors. The valve assembly, employing load-sensitive technology, can precisely and proportionally adjust flow and pressure according to load requirements, ensuring accurate, energy-efficient, and smooth movement of the operating bucket.

[0019] The boom system is the core working unit. It can take many forms, such as a two-section articulated boom system, a three-section folding boom, a combined boom with a telescopic boom, and so on. In this example, for illustrative purposes, a two-section articulated boom system is used.

[0020] The two-section articulated boom system mainly includes the following components: Uprights and slewing base: Mounted on the chassis beam, these support the weight of the entire boom. The inner and outer rings of the slewing support allow the turntable to rotate the entire upper structure horizontally 360°.

[0021] Lower arm (single arm) and lifting cylinder: One end of the lifting cylinder is hinged to the turntable, and the other end is connected to the lower arm. The pitch of the lower arm is achieved by the extension and retraction of the hydraulic cylinder.

[0022] Upper boom (two-section boom / folding boom) and luffing cylinder: The upper and lower booms are connected by a hinge. One end of the folding boom hydraulic cylinder (or luffing cylinder) is connected to the upper boom; the cylinder body is fixed, and the extension and retraction of the piston rod changes the angle between the upper and lower booms. The other end of the upper boom is equipped with an operating bucket.

[0023] Operating bucket (also known as "work platform" or "operator cabin") and leveling mechanism: The operating bucket is connected to the end of the upper boom via a boom arm, serving as the operator's working platform. The boom arm connects the operating bucket to the upper boom, further increasing the flexibility of the upper boom's end. A control console is installed within the operating bucket, equipped with various controls to manage the bucket's position and the spraying system's operation, and features automatic leveling. The leveling mechanism ensures the operating bucket remains level at any height.

[0024] The spraying mechanism, typically consisting of a spray gun, nozzles, and high-pressure hoses, is installed around the platform for precise spraying of de-icing fluid. The operator controls the nozzle angle, flow rate, and temperature of the spray gun via a control panel in the operating hopper.

[0025] Integrated and intelligent control: Both the cab and platform are equipped with control consoles for convenient operation during travel and work. The boom controller (PLC) coordinates all hydraulic actuators. The one-button retraction function automatically plans the path to safely retract the boom and avoid collisions.

[0026] Sensing and monitoring system: Various sensors, such as tilt sensors, lidar, ultrasonic sensors, encoders, and wire sensors, are installed at key locations in the de-icing system, such as boom joints, turntables, and around the bucket. These sensors monitor the attitude, position, and distance of the boom and bucket in real time, providing data support for the control system to prevent collisions and ensure operational safety.

[0027] The above is a typical schematic structure of a two-section articulated boom type de-icing service vehicle.

[0028] According to the solution in this application, in order to achieve dual-mode control in the operating bucket (i.e., allowing the operator to simultaneously control the vehicle's movement and the positional movement of the operating bucket), a dual-mode control operating system for de-icing service vehicles is provided. The dual-mode control operating system mainly consists of a 360° panoramic monitoring device, a display screen and vehicle control lever in the operating bucket, a chassis controller (VCU), and a corresponding data bus.

[0029] Specifically, the following improvements have been made to this solution: A 360° panoramic monitoring device with multiple joints, allowing for adjustable positions in the front, rear, left, right, up, and down directions, is installed at appropriate locations on the boom system. This provides comprehensive obstacle avoidance monitoring of the area surrounding the vehicle. The probe position of the adjustable 360° panoramic monitoring device remains fixed as the position of the operating bucket changes, thus enabling continuous monitoring of foreign object collisions within a designated range around the vehicle. The monitoring signals are transmitted to a display screen inside the operating bucket via wired / wireless communication.

[0030] Meanwhile, in the control compartment, in addition to the original controls, a monitor is provided for displaying the monitoring screen of the 360-degree panoramic monitoring device, and a vehicle control lever is provided for generating corresponding vehicle control commands based on operator input. When the operator uses the vehicle control lever, the vehicle driving mode automatically enters a restricted mode. In this mode, the vehicle's driving speed and steering speed are greatly limited, and the vehicle's driving and steering can only be controlled within a very small range based on the force and direction of the vehicle control lever. At the same time, the operator can observe the 360-degree panoramic monitoring screen to see if there are any foreign objects around the vehicle.

[0031] In this way, using the vehicle control lever, the operator can control the spraying operation of the boom and the slow movement of the vehicle simultaneously, achieving snow removal while moving with a single person. Moreover, using the 360° panoramic monitoring device and the existing sensing and monitoring system, the operator can not only monitor the collision hazards of the boom and boom during operation, but also promptly detect the risk of collision with foreign objects on the nearby ground when the vehicle is moving.

[0032] Below, let's first combine Figure 1 Let me describe in detail the specific schematic structure of the 360° panoramic monitoring device described in this application.

[0033] like Figure 1 As shown, the 360° panoramic monitoring device consists of several parts: a probe 102, a pan-tilt unit 104, a multi-segment telescopic rod 106, and a rotating base 108.

[0034] The probe 102 is configured to provide continuous monitoring of foreign object collisions within a specified range around the vehicle by combining sensing signals acquired by multiple sensors into a 360-degree panoramic image.

[0035] To achieve a 360-degree monitoring view, the probe 102 can consist of multiple sensors. The more sensors used, the less distortion there will be in the synthesized 360-degree image. For example, four sensors arranged on the front, back, left, and right faces of a cuboid can be used to achieve 360-degree all-around monitoring.

[0036] The probe can be implemented using devices such as cameras, millimeter-wave radar, lidar, ultrasonic radar, and thermal imagers. Although the images obtained using cameras are more intuitive, it should be understood that using a single sensor has significant limitations in achieving all-weather collision avoidance for de-icing vehicles. For example, cameras cannot monitor effectively at night; millimeter-wave radar has low resolution, making it difficult to distinguish the specific shape of objects and lacking height information; lidar is susceptible to rain, snow, and fog, and its lens is easily contaminated by de-icing fluid.

[0037] Therefore, considering the unique operating environment and high safety requirements of de-icing trucks, the optimal solution is a multi-sensor fusion sensing system, particularly the combination of millimeter-wave radar and thermal imaging, which achieves perfect performance complementarity. Other combinations include "visible light camera + infrared night vision camera" and "ultrasonic radar / infrared thermal imager," etc.

[0038] It should be understood that the field of view of each sensor in the 360-degree panoramic monitoring device is directed towards one side of the vehicle's perimeter below (e.g., at a 45-degree angle downwards), not horizontally.

[0039] The gimbal 104 is configured to ensure that the probe mounted on the gimbal always maintains a fixed angle with the ground. For example, regardless of how the boom pitches, extends, or twists, the gimbal control system can adjust in real time according to the boom attitude data to ensure that the probe 102 on the gimbal always maintains a fixed angle with the ground, thus avoiding changes in the probe's field of view.

[0040] Furthermore, in a preferred embodiment, when the operator presses a dedicated button, the pan-tilt unit 104 can switch from a mode that keeps the probe's viewing angle fixed to an active search mode. That is, through multi-axis motion, the probe 102 can actively adjust its angle to search and scan the surrounding environment to "see" a wider range, exceeding the field of view of a fixed-installation device. This is particularly applicable in certain special scenarios.

[0041] The multi-segment telescopic boom 106 and the rotating base 108 are configured to adjust the position and height of the probe 102 in real time according to changes in the position of the 360° panoramic monitoring device, ensuring that the probe 102 remains at a fixed position and height. For example, the position and height of the probe 102 can be maintained by adjusting the multi-segment telescopic boom 106 and the rotating base 108 in real time based on boom posture data. This ensures that the probe 102 remains at a fixed position and height regardless of boom pitch, extension, or twist, thereby ensuring that the probe's field of view always covers the designated area around the vehicle. The rotating base 108 has a pitch joint for connection with the multi-segment telescopic boom 106.

[0042] In this way, by utilizing the coordinated operation of the gimbal 104, the multi-segment telescopic boom 106, and the rotating base 108, the probe 102 can always maintain a fixed position, height, and angle regardless of changes in the position of the operating bucket, thus providing a stable field of view that always covers the designated area around the vehicle. For example, when the 360-degree panoramic monitoring device is installed on the boom system of the de-icing service vehicle, as the movement trajectory of the boom system changes, the gimbal 104, the multi-segment telescopic boom 106, and the rotating base 108 will also coordinate to adjust, ensuring that the probe 102 always maintains a fixed position, height, and angle.

[0043] The reason why the probe 102 of the 360° panoramic monitoring device maintains a fixed field of view (i.e., a fixed position, height, and angle) during the operation of the bucket and vehicle movement is due to considerations of the three core requirements of safety, work efficiency, and automated control.

[0044] On the one hand, if the probe moves with the boom, the area covered by the view seen by the operator will constantly change, causing strong discomfort and dizziness. In an unstable view, it is difficult for the human brain to accurately judge the relative position and distance of objects (such as wings, engine nacelles, and ground crew), which can easily lead to misjudgments and collisions. A fixed field of view provides a static and intuitive observation background, allowing the operator to focus on judging the spray location and avoiding obstacles.

[0045] On the other hand, it can reduce the physiological and psychological burden on operators: operating a constantly shaking screen for extended periods is extremely tiring and inefficient. Operators need to constantly reposition and calibrate objects on the screen, which easily leads to visual fatigue and operational errors. A fixed field of view allows operators to observe and judge naturally, like watching television, significantly reducing fatigue and improving the accuracy and endurance of continuous operation.

[0046] On the other hand, experienced drivers predict the trajectory by using the fixed image in the rearview mirror when reversing. Similarly, a fixed field of vision allows experienced operators to develop a precise sense of space, enabling smooth and efficient "human-machine integration" operations, rather than frantically making real-time adjustments.

[0047] In this application, the preferred fixed position of the probe is at the diagonal intersection of the vehicle chassis. When the probe is located at this position, the image generated in the field of view is symmetrically distributed with the vehicle as the center. Therefore, the operator can easily judge the distances and spacing to the left, right, front, and back. The height and angle of the probe are set according to the size of the designated area around the vehicle that needs to be covered for monitoring. The larger the area to be covered, the higher the probe is set, and the smaller the horizontal angle between the probe's optical axis and the ground (i.e., the closer the lens is to the horizontal line). Conversely, the smaller the area to be covered, the lower the probe is set, and the larger the horizontal angle between the probe's optical axis and the ground (i.e., the closer the lens is to the vertical line). The specific fixed position, angle, and height can be determined based on factors such as the size of the vehicle, the range of motion of the boom, the performance of the probe, and the size of the designated area to be monitored.

[0048] The 360° panoramic monitoring device is preferably mounted on the boom. Since the probe 102 must be kept in a fixed position (the diagonal intersection of the vehicle chassis), angle, and height during operation, the movement trajectories of the multi-segment telescopic boom 106 and the probe 102 are opposite to the boom's movement trajectory when the 360° panoramic monitoring device is mounted on the boom. That is, if the operator needs to move the bucket to the right front, the boom will rotate to the right and extend forward, while the probe will rotate to the left and extend backward to maintain its position at the target fixed point. Because their movement trajectories are always opposite, collisions with the boom are avoided when the 360° panoramic monitoring device is mounted on the boom. Mounting the 360° panoramic monitoring device on the vehicle chassis, however, could potentially affect the free movement of the boom.

[0049] On the other hand, it is more preferable to install the 360° panoramic monitoring device near the hinge point of the upper and lower arms of the boom. Since the hinge point is generally always located at the highest point of the boom, a 360° panoramic monitoring device installed near this location naturally has a good field of view and can cover a large surrounding area. Therefore, there is no need to make the multi-segment telescopic pole too long.

[0050] Of course, the specific installation position of the 360-degree panoramic monitoring device on the boom can be set as needed according to the shape of the vehicle, the structure and length of the boom, and the range of the designated area to be monitored, as long as it follows the principle of keeping the probe 102 in a fixed position, height and angle with the smallest possible travel distance while avoiding collision with the boom.

[0051] After understanding the specific structure of the 360° panoramic monitoring device, the following will explain the specific calculation process of how the 360° panoramic monitoring device keeps the probe 102 in a fixed position, angle and height when the position of the operating bucket (i.e., the boom) changes.

[0052] For the sake of simplicity, in this embodiment, it is assumed that the 360° panoramic monitoring device is installed at the hinge point of the upper and lower arms, and that the probe 102 should always be positioned at the intersection of the diagonal lines from the vehicle chassis. O The height directly above H This location (which can be recorded as the target fixed point) C ).

[0053] The coordinates of the intersection point of the vehicle chassis diagonals are ( X O , Y O (0) (height is 0). The optical center of the probe (i.e., the center of the perspective projection) must be located at a fixed height directly above point O. H The target fixed point C is denoted as: C =( X O , Y O , H ) This point C It remains unchanged throughout the vehicle's movement or boom's motion.

[0054] The rotating base 108 of the 360° panoramic monitoring device is installed at the hinge point of the upper and lower arms of the two-section boom. Let the spatial coordinates of this point at time t be P(t) = (X... P(t) , Y P(t) Z P(t) The spatial coordinates can be calculated in real time using boom joint angle sensors and kinematic models.

[0055] Thus, the target is fixed. C With hinge point P ( t The relative vectors between ) d(t) for:

[0056] in, d x (t) = X O -X P (X-axis coordinate difference between the target fixed point and the hinge point)

[0057] d y (t) = Y O -Y P (Y-axis coordinate difference between the target fixed point and the hinge point) d z (t) = HZ P (Z-axis height difference between the target fixed point and the hinge point).

[0058] As previously described, the 360° panoramic monitoring device has a rotating base 108 that can rotate freely around a vertical axis (Z-axis) for controlling the horizontal orientation of the multi-segment telescopic rod 106; a pitch joint (e.g., the pitch axis of the pan-tilt unit 104) for controlling the vertical tilt angle of the multi-segment telescopic rod 106; and the multi-segment telescopic rod 106 that can be extended or shortened along its axial direction to change the relative distance between its ends (optical center of the probe 102).

[0059] Therefore, the total length that the multi-segment telescopic rod 106 needs to achieve is the modulus of this vector:

[0060] The rotating base 108 needs to point in the horizontal component direction (azimuth angle) as follows:

[0061] The pitch joint (gimbal 104) needs to align the axis of the multi-segment telescopic boom 106 with the spatial vector (elevation angle):

[0062] Note: When When the hinge point coincides with the horizontal projection of the target fixed point, it means that there is no need to rotate the base 108 to adjust the horizontal direction. θ pan It can maintain the value from the previous moment, while That is, you only need to extend or retract the multi-section telescopic pole 106 vertically upwards or downwards to adjust the height.

[0063] To calculate the above parameters L ( t ), θ pan( t ), θ tilt( t First, the intermediate hinge point P must be obtained. tThe real-time coordinates of the two upper and lower arm structures are as follows (assuming the origin (0,0,0)(0,0,0) is the rotation center of the arm base), then: Lower arm length is A 1. The angle with the horizontal plane is α ( t (This can be measured using a tilt sensor); upper arm length is A 2. The angle between the forearm and the lower arm is β ( t (This can be measured using a joint encoder); The hinge point is located at the hinge joint between the lower arm and the upper arm, and its coordinates are: XP(t) = A 1 cosα(t)

[0064] If the boom can also rotate around the vertical axis (a feature typically found on de-icing trucks), then the rotation angle must also be multiplied. ( t ):

[0065] Thus, the final P( t The real-time coordinates of ) are:

[0066] In actual engineering, in addition to the above calculations, the precise three-dimensional coordinates of P(t) can also be calculated in real time by using a laser tracker or pre-calibrated boom DH parameters through joint angles.

[0067] Based on this, and combining the above calculation formulas, the following describes the calculation based on the intermediate hinge point P( t How to control the movement of the 360° panoramic monitoring device by using the real-time coordinates of the device?

[0068] 1. Real-time sampling: Read the angles of the boom joint at a high frequency (≥50Hz). α ( t ), β ( t ), ( t ) .

[0069] 2. Calculate the intermediate hinge point P( t The real-time coordinates of ).

[0070] 3. Calculate the deviation vector d(t) : d(t)=(X O-X P , Y O -Y P HZ P ) 4. Calculate the target control commands for the 360° panoramic monitoring device: Telescopic pole length instructions:

[0071] Rotate base angle command:

[0072] Pitch joint angle commands:

[0073] 5. By using a servo driver, the joints of the 360° panoramic monitoring device (pan-tilt unit, multi-segment telescopic rod, and rotating base) are smoothly moved to the commanded position and angle, thereby achieving camera optical center tracking compensation.

[0074] Notes on calculations: Sensor delay compensation: Since there are delays in joint angle signal acquisition, calculation, and communication, a predictive filter (such as a Kalman filter) can be added to predict P( ) at the next moment. t +Δ t This makes the compensation action smoother.

[0075] Mechanical limit protection: The telescopic rod, rotating base, and gimbal all have physical travel distances, and the algorithm needs to incorporate limiting and collision avoidance logic (e.g., when...). L cmd If the maximum length is exceeded, an alarm should be triggered and the boom's continued movement should be restricted. Alternatively, the physical travel can be designed to fully meet the maximum requirements for movement trajectory changes throughout the entire working period of the boom structure when designing the 360° panoramic monitoring device.

[0076] As described above, encoders and tilt sensors installed on the boom joints measure the angles and angular velocities of each joint in real time, and the kinematic model is used to accurately calculate the real-time displacement of the hinge points in space. Then, the controller directs the pan-tilt unit, telescopic boom, and rotating base to perform compensating movements opposite to the boom's direction of movement and with opposite strokes, thereby keeping the probe's field of view fixed. The ultimate goal of fixing the field of view is that after the probe's optical center position is fixed at point C, its field of view (FOV) remains completely stationary relative to the ground and the surrounding environment. This provides the operator with an absolutely stable monitoring reference frame, significantly improving obstacle avoidance and precision operation capabilities.

[0077] After understanding the specific schematic structure of the 360° panoramic monitoring device in this application, the following will be combined with... Figure 2 , Figure 3 and Figure 4 To further illustrate the working modes of the de-icing service vehicle using the 360° panoramic monitoring device in different work scenarios.

[0078] exist Figure 2 The image shows a scenario where, as the two-section boom steers the bucket to the left of the vehicle and extends for work, the joints of the 360° panoramic monitoring device move the probe to the target fixed point C according to the calculated target control commands.

[0079] exist Figure 3 The image shows a scenario where, as the two-section boom steers the bucket to the right of the vehicle and extends for work, the joints of the 360° panoramic monitoring device move the probe to the target fixed point C according to the calculated target control commands.

[0080] And in Figure 4 The image shows the storage scenario when the 360° panoramic monitoring device is in standby, non-operating mode. As shown in the figure, in standby mode, the telescopic arm of the 360° panoramic monitoring device is at its minimum travel, and the probe is positioned horizontally parallel to the stored arm to avoid collisions.

[0081] It should be understood that the probe position adjustment calculation formula in the above example is given for a scenario where the rotating base 108 of the 360-degree panoramic monitoring device is mounted on the hinge point of the upper and lower arms of a two-section boom. If the 360-degree panoramic monitoring device is mounted in other positions on the arm, the requirement for fixed coverage of the probe's field of view can be met by modifying the above formula accordingly.

[0082] In other embodiments, besides allowing the probe position of the 360° panoramic monitoring device to change with the position of the two-arm structure, the probe position can also be adjusted based on a target fixed point C (e.g., the intersection of the chassis diagonals). This involves dynamically adjusting each joint of the 360° panoramic monitoring device based on the real-time deviation between the current probe position and the fixed point C in the X, Y, and Z axes (which can be directly measured using corresponding sensors or calculated using formulas based on the measured probe position coordinates). This ensures the probe position remains at a fixed height directly above the fixed point C. This solution is simpler than the adjustment based on the position changes of the two-arm structure, but may have some delay because it requires first determining the current probe position and then calculating the movement of the probe, which is less efficient than real-time adjustment based on the movement of the two-arm structure. Technicians can choose the appropriate solution based on actual operational needs.

[0083] Moreover, as mentioned earlier, many parameters in these formulas can be directly measured using specialized sensors, without the need for complex calculations. While this increases costs, it also improves response speed and provides a better user experience.

[0084] After understanding the specific schematic structure of the 360° panoramic monitoring device in this application, the following will be combined with... Figure 5 This can be further described as an improvement to the operation of the bucket by achieving dual-mode control.

[0085] As shown in the figure, the main differences between this application and the existing operating bucket layout are: 1) an additional set of control levers for controlling the movement of the vehicle chassis; 2) an additional display screen connected to a probe at the front of the operating bucket at the same height as the operator's line of sight.

[0086] First, in the solution of this application, two sets of control lever devices are provided on the control console of the operating bucket, which are used to control the movement of the operating bucket and the movement of the vehicle, respectively.

[0087] The control lever used to control the movement of the bucket is called the "operation control lever." It can be a proportional joystick (e.g., a Hall effect sensor). Pushing it forward or backward controls the lower boom's pitch, pushing it left or right controls the upper boom's pitch, and rotating the handle controls the bucket's rotation. The control signal from the operation control lever 502 is sent to the boom controller (ECU) via a CAN bus. The operation control lever 502 can be placed on the right side of the control panel because the movement of the bucket requires more precise control, and the human right hand is generally better suited for finer operations.

[0088] The control lever used to control the movement of the vehicle is called a "vehicle control lever". A proportional joystick can also be used. The vehicle control lever 504 controls the vehicle to move forward and backward by pushing it back and forth, and to turn left and right by pushing it left and right. Vehicle control commands from the vehicle control lever 504 are sent to the chassis controller (VCU) via a data bus (e.g., CAN bus). The vehicle control lever 504 can be placed on the left side of the console for operation with the operator's left hand.

[0089] In a preferred embodiment, the vehicle control lever 504 may be equipped with an anti-accidental touch mechanism, such as a "vehicle control enable" switch with a physical locking cover. Only after the locking cover is opened and the vehicle control enable switch is pressed is the signal from the vehicle control lever allowed to be sent to the chassis drive system. This prevents the operator from accidentally touching the vehicle control lever when it is not needed, thus avoiding unintended vehicle movement.

[0090] Upon receiving the control command from the vehicle control lever 504, the chassis controller (VCU) first activates the vehicle restricted mode and then drives the vehicle accordingly based on the control command. In this restricted mode, the VCU automatically limits the maximum speed and maximum steering speed to safe ranges, such as a speed not exceeding 1 km / h and a steering speed limited to 0.5 degrees / second. Simultaneously, it activates audible and visual warnings (buzzer + flashing yellow roof light) to inform surrounding personnel that the service vehicle is in mobile operation mode and to give them a safe distance. In this way, the vehicle control lever 504 can only control the vehicle's slow movement and steering, which meets the needs of mobile de-icing operations and gives the operator more time to observe the surroundings through the display screen 506. When the vehicle control lever 504 is released or the vehicle control enable button is turned off, the VCU controls the vehicle to exit the restricted mode, and the vehicle returns to normal driving mode (but if the boom is not retracted to its full position, the system will still forcibly maintain the restricted mode to prevent driving with the boom engaged).

[0091] The display screen 506 is at the operator's eye level, allowing the operator to view a panoramic image of a designated area around the vehicle. This panoramic image is achieved by synthesizing the sensing signals from the four sensors (front, rear, left, and right) of the probe, similar to 360° panoramic imaging technology for vehicles, which will not be elaborated upon here.

[0092] It should be understood that in another embodiment, only one set of control levers can be provided, meaning that vehicle control and the operating bucket share the same set of control levers. A mode switch is used to specify whether the current control lever is controlling the movement of the operating bucket (operating bucket mode) or controlling the vehicle's movement (vehicle driving mode). The advantage of this approach is that it can be implemented without major modifications to the operating bucket hardware, and since the operator can only control either the operating bucket or only the vehicle, the safety factor is higher. However, the operator may not experience the corresponding movement of the vehicle as the de-icing operation progresses.

[0093] Therefore, both of the above solutions have their advantages and disadvantages, and technical personnel can choose according to actual needs.

[0094] In addition, traditional de-icing ground service vehicles are generally equipped with collision avoidance mechanisms (such as omnidirectional obstacle avoidance radar covering the four sides of the operating bucket) to prevent the operating bucket from colliding with the machine body. This collision avoidance mechanism can also prevent the operating bucket from colliding with the machine body when the vehicle is moving in the working mode of this application. Therefore, it can continue to be used in the solution of this application without the need to arrange additional collision avoidance measures for the operating bucket.

[0095] Although the techniques have been described using language specific to structural features and / or methodological actions, it should be understood that the appended claims are not necessarily limited to the described features or actions. Rather, these features and actions are described as exemplary forms of implementing these techniques.

[0096] The operations of the example processes are shown in separate boxes and are summarized with reference to these boxes. These processes are shown as a flow of logical boxes, each of which may represent one or more operations that can be implemented using hardware, software, or a combination thereof. In the context of software, these operations represent computer-executable instructions stored on one or more computer-readable media that, when executed by one or more processors, cause one or more processors to perform a given operation. Generally, computer-executable instructions include routines, programs, objects, modules, components, data structures, etc., that perform a particular function or implement a particular abstract data type. The order in which the operations are described is not intended to be construed as limiting, and any number of the operations may be executed in any order, combined in any order, subdivided into multiple sub-operations, and / or executed in parallel to implement the described process. The described process may be executed by resources associated with one or more computing devices, such as one or more internal or external CPUs or GPUs, and / or one or more pieces of hardware logic, such as FPGAs, DSPs, or other types of accelerators.

[0097] All of the methods and processes described above can be embodied in software code modules executed by one or more general-purpose computers or processors, and can be fully automated via these software code modules. These code modules can be stored on any type of computer-executable storage medium or other computer storage device. This code can also be packaged into corresponding computer program products. Some or all of these methods can alternatively be embodied in dedicated computer hardware.

[0098] Any routine description, element, or box in the flowcharts described herein and / or in the accompanying drawings should be understood as potentially representing a module, segment, or portion of code comprising one or more executable instructions for implementing a specific logical function or element in that routine. Alternative implementations are included within the scope of the examples described herein, wherein elements or functions may be removed or performed inconsistently with the order shown or discussed, including substantially synchronous or reverse order execution, depending on the functionality involved, as will be understood by those skilled in the art.

[0099] While different embodiments have been described above, it should be understood that they are merely examples and not limitations. Those skilled in the art will appreciate that various modifications in form and detail may be made without departing from the spirit and scope of the invention as defined in the appended claims. Therefore, the breadth and scope of the invention disclosed herein should not be limited by the exemplary embodiments disclosed above, but should be defined solely by the appended claims and their equivalents.

Claims

1. A dual-mode control operating system for de-icing service vehicles, comprising: A position-adjustable 360° panoramic monitoring device is configured to perform comprehensive obstacle avoidance monitoring of the area surrounding the de-icing service vehicle. The display installed in the operating bucket of the de-icing service vehicle is configured to display the monitoring images provided by the 360° panoramic monitoring device; The vehicle control lever installed in the operating bucket is configured to generate corresponding vehicle control commands based on the operator's operation of the vehicle control lever; as well as The chassis controller is configured to, upon receiving the vehicle control command, first activate the vehicle restricted mode and then drive the de-icing service vehicle accordingly based on the vehicle control command.

2. The dual-mode control operating system as described in claim 1, characterized in that, The 360° panoramic monitoring device includes: A probe consisting of multiple sensors is configured to provide continuous monitoring of foreign object collisions within a specified range around a vehicle by combining the sensing signals acquired by the multiple sensors into a 360-degree panoramic image. A gimbal is configured to keep the probe on the gimbal at a fixed angle to the ground at all times. The multi-segment telescopic rod and rotating base are configured to adjust the position and height of the probe in real time according to the position changes of the 360-degree panoramic monitoring device, so that the probe always remains in a fixed position and height.

3. The dual-mode control operating system as described in claim 2, characterized in that, By utilizing the coordinated operation of the pan-tilt unit, multi-segment telescopic rod, and rotating base, the probe is kept at a fixed position, height, and angle, thereby providing a stable field of view that always covers the designated area around the de-icing service vehicle.

4. The dual-mode control operating system as described in claim 2, characterized in that, The probe of the 360° panoramic monitoring device includes one or more of the following sensors: camera, millimeter-wave radar, lidar, ultrasonic radar, and thermal imager.

5. The dual-mode control operating system as described in claim 2, characterized in that, The 360° panoramic monitoring device is installed on the boom system of the de-icing service vehicle and is adjusted in coordination with the movement trajectory of the boom system so that the probe always remains in a fixed position, height and angle.

6. The dual-mode control operating system as described in claim 2, characterized in that, The fixed position is the intersection of the diagonals of the chassis of the de-icing service vehicle.

7. The dual-mode control operating system as described in claim 6, characterized in that, The 360° panoramic monitoring device measures the height above the diagonal intersection point of the chassis of the de-icing service vehicle. H The location is used as the target fixed point. C Based on this, the position of the probe of the 360° panoramic monitoring device is adjusted so that the position of the probe is always kept at the target fixed point. C Place.

8. The dual-mode control operating system as described in claim 1, characterized in that, In the vehicle restricted mode, the chassis controller automatically limits the maximum vehicle speed and maximum steering speed to a safe range, while activating audible and visual warnings on the vehicle body.

9. The dual-mode control operating system as described in claim 1, characterized in that, The vehicle control lever is equipped with an anti-accidental touch mechanism to prevent accidental vehicle movement caused by the operator accidentally touching the vehicle control lever.

10. A de-icing service vehicle, comprising: Vehicle chassis; boom system; Hydraulic system; Operating bucket; Spraying mechanism; as well as Dual-mode control operating system as described in any one of claims 1-9; The dual-mode control operating system allows the operator to control both the spraying operation of the spraying bucket and the slow movement of the vehicle.

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