An unmanned transport vehicle for hospital casualties

Abstract

This utility model discloses an unmanned patient transport vehicle for hospitals, including a stretcher bed and an unmanned transport platform. The unmanned transport platform is equipped with loading and unloading rails and a loading and unloading mechanism. The loading and unloading rails are used for loading and unloading the stretcher bed, and the loading and unloading mechanism is used for fixing the stretcher bed to the unmanned transport platform. The stretcher bed includes a main frame, with a reclining board hinged to the main frame, and a mattress on the reclining board. The unmanned transport platform includes a chassis, a sensor module, and a control module. The stretcher bed adopts a lightweight design and features multi-position adjustment, overall folding, and rapid loading and unloading. The unmanned transport platform utilizes collaborative control technology to achieve rapid front-to-back transfer of patients within the hospital. Therefore, the technical solution provided in this application reduces the workload of medical staff and improves the efficiency of patient transport.

Description

Technical Field

[0001] This utility model relates to the field of patient transport technology, specifically to an unmanned patient transport vehicle for hospital use. Background Technology

[0002] In modern medical systems, rapid and safe patient transport is crucial for improving treatment success rates. Currently, most patient transport structures used in hospitals employ manual mechanical mechanisms, which present numerous problems that urgently need to be addressed.

[0003] From an operational convenience perspective, manual mechanical stretchers rely on medical staff to manually raise, lower, fold, and secure them, a process that is cumbersome and physically demanding. In emergency situations, medical staff need to respond quickly, and complex manual operations not only delay valuable treatment time but also easily compromise patient safety due to operational errors. Moreover, manual operation places high demands on the physical strength of medical staff, and prolonged, high-intensity transport work can lead to fatigue, further increasing operational risks.

[0004] In terms of transport efficiency, manually operated mechanical patient transport vehicles lack intelligent navigation and route planning functions. In the complex environment of a hospital, transport routes often rely on the experience and judgment of medical staff, which can easily lead to congestion or wrong routes, resulting in prolonged transport time. At the same time, because they cannot achieve multi-position adjustment, the patient's position is fixed during transport. This not only affects the patient's comfort but may also aggravate their condition due to improper positioning. This is especially true for patients with special injuries such as spinal injuries and fractures, for whom traditional transport structures cannot meet their special transport needs.

[0005] In terms of safety, the stability of the fixing devices in manually operated mechanical structures is limited. During transport, there is a risk of the injured person slipping and sustaining secondary injuries when encountering bumpy roads or emergency braking. Furthermore, existing transport structures lack the ability to monitor and report vital signs in real time, making it difficult for medical personnel to promptly grasp changes in the injured person's condition during transport and hindering timely treatment. In addition, traditional transport vehicles lack interconnectivity with hospital information systems, making real-time monitoring and scheduling of the transport process impossible and failing to meet the management needs of modern smart healthcare.

[0006] With the widespread application of technologies such as artificial intelligence and the Internet of Things in the medical field, traditional manual mechanical methods of transporting and carrying wounded patients are no longer able to meet the requirements of modern medicine for intelligence, efficiency and safety. Utility Model Content

[0007] To address the aforementioned problems, this application provides an unmanned patient transport vehicle within hospitals, enabling rapid pick-up and drop-off of injured patients within the hospital. By utilizing unmanned platform collaborative control technology, the level of intelligence in patient transport is improved.

[0008] To achieve the above objectives, this utility model discloses an unmanned transport vehicle for hospital patients, comprising: a stretcher bed and an unmanned transport platform; the unmanned transport platform is provided with loading and unloading guide rails and a loading and unloading mechanism, the loading and unloading guide rails are used for loading and unloading the stretcher bed, and the loading and unloading mechanism is used for fixing the stretcher bed to the unmanned transport platform;

[0009] The stretcher bed includes a main frame, a lying board hinged to the main frame, and a mattress provided on the lying board;

[0010] The unmanned transport platform includes a chassis, a sensor module, and a control module.

[0011] As another optional implementation, in this embodiment of the present invention, the main frame includes an upper frame and a lower frame; the upper frame and the lower frame are hinged together and folded in half when stored.

[0012] An upper support plate is riveted to the upper frame near the lower frame; a lower support plate is riveted to the lower frame near the upper frame; the upper and lower support plates are located in the middle of the main frame and can bear the overall weight of the injured person.

[0013] As another optional implementation, in this embodiment of the utility model, the lying board includes an upper lying board and a lower lying board;

[0014] The first end of the upper reclining board is provided with a first flip hinge, which hinges the upper reclining board to the upper body frame. The bottom of the second end of the upper reclining board is hinged with a first unfolding mechanism, and the other end of the first unfolding mechanism is hinged to the main frame. The first unfolding mechanism supports the upper reclining board to achieve 0° to 60° adjustment.

[0015] The lower reclining board is provided with a second flip hinge at its first end, which hinges the lower reclining board to the lower body frame. The second end of the lower reclining board is hinged to a second extension and retraction mechanism. The other end of the second extension and retraction mechanism is hinged to the main frame, and the second extension and retraction mechanism supports the lower reclining board to achieve 0° to 30° adjustment.

[0016] A folding hinge is provided at the middle of the lower deck along its length for folding the lower deck;

[0017] The first and second retraction mechanisms can be used to achieve various postures for the wounded, such as lying flat and supine.

[0018] Preferably, the first deploying and retracting mechanism is a multi-link structure, and the second deploying and retracting mechanism is an electric actuator.

[0019] As another optional implementation, in this embodiment of the invention, the main frame has N supporting legs at its bottom, symmetrically distributed on both sides; pulley assemblies are installed at the bottom of each supporting leg, and these pulley assemblies are matched with the loading and unloading guide rails for quick loading and unloading of the stretcher bed, where N is an even number not less than 4. This pulley and loading / unloading guide rail combination scheme simplifies mechanism assembly, allows for direct splicing and assembly, and reduces processing difficulty.

[0020] As another optional implementation, in this embodiment of the utility model, handles are provided at the four corners of both ends of the main frame along its length, and the handles are used for lifting during transportation.

[0021] Anti-collision blocks are installed on the outside of the handle to prevent the stretcher from being directly impacted by the outside world.

[0022] As another optional implementation, in this embodiment of the present invention, the upper reclining board includes an upper reclining board frame and a plurality of upper bed boards fixed on the upper reclining board frame; the upper reclining board frame is integrally bent from a bent tube.

[0023] As another optional implementation, in this embodiment of the present invention, the lower reclining board includes a lower reclining board frame, and a calf board, a thigh board and a foot support board fixed on the lower reclining board frame; the lower reclining board frame is integrally bent from a curved tube.

[0024] The calf plate and the thigh plate provide support for the injured person's legs, and the foot support plate is used to prevent the person from slipping.

[0025] It should be noted that the upper and lower lying boards provide support for the upper and lower body of the injured person and are subject to relatively small loads, so their strength requirements are low, and they are manufactured using an integrated processing technology.

[0026] As another optional implementation, in this embodiment of the present invention, the main frame, the lying board, and the hinge are made of carbon fiber material.

[0027] As another optional implementation, in this embodiment of the utility model, the chassis adopts a four-wheel differential drive or Mecanum wheel design, which supports omnidirectional movement and adapts to narrow hospital corridors and turning scenarios; the chassis height is adjustable to ensure horizontal docking when loading and unloading the stretcher bed.

[0028] As another optional implementation, in this embodiment of the present invention, the sensor module includes a visual sensor, a lidar, an infrared sensor, a UWB positioning unit, and an elevator interaction sensor.

[0029] The visual sensor is used to identify static targets and determine the direction of personnel movement. The visual sensor uses a high-definition camera with at least 20 million pixels and night vision function, combined with image recognition algorithms, to identify static targets such as department door signs, elevator button signs, and ground guide lines; and to determine the direction of personnel movement through dynamic image analysis.

[0030] The lidar is used to identify obstacles in real time and output obstacle distance and shape data; the lidar has a detection radius of not less than 8 meters and can detect obstacles larger than 5 cm in real time, and output obstacle distance and shape data.

[0031] The infrared sensors are installed around the unmanned transport platform to detect people within 1.5 meters, serving as a supplementary sensing method when visual sensors or lidar are obstructed.

[0032] The UWB positioning unit connects to the hospital's indoor positioning base station to achieve centimeter-level positioning, helping to determine the platform's precise location in corridors and elevators;

[0033] The elevator interaction sensor is used to interact with the hospital's elevator control system to achieve fully automated operations such as automatic elevator calling, elevator door status recognition, and elevator entry / exit confirmation.

[0034] As another optional implementation, in this embodiment of the present invention, the sensor module further includes an inertial navigation unit; the inertial navigation unit includes a three-axis accelerometer, a three-axis gyroscope, and auxiliary sensors;

[0035] The triaxial accelerometer is used to measure the linear acceleration of the unmanned vehicle in three-dimensional space and calculate the displacement change by integration;

[0036] The three-axis gyroscope is used to measure the angular velocity of the unmanned vehicle and calculate the attitude change through integration;

[0037] The auxiliary sensor integrates a three-axis magnetometer to correct the gyroscope's heading angle drift.

[0038] As another optional implementation, in this embodiment of the present invention, the control module includes a path planning unit, a motion control unit, and a human-computer interaction unit;

[0039] The path planning unit is used for path planning, realizing global path planning, local obstacle avoidance and dynamic planning, and multi-vehicle collaboration and task scheduling functions. The global path planning represents long-distance path planning within the hospital. The local obstacle avoidance and dynamic planning represents the generation of obstacle avoidance paths in the event of sudden local obstacles. The multi-vehicle collaboration and task scheduling unit represents the planning of path segments for each vehicle when multiple transport vehicles are operating simultaneously, avoiding intersection conflicts.

[0040] Compared with the prior art, the embodiments of this utility model have the following beneficial effects:

[0041] This utility model discloses an unmanned patient transport vehicle for hospitals, integrating an unmanned transport platform and a stretcher bed. The stretcher bed features multi-position adjustment, overall folding, and rapid loading and unloading. Utilizing lightweight load-bearing structure technology and hinges and extension / retraction mechanisms, the stretcher bed allows for multi-angle adjustment of the upper and lower body, enabling various postures such as lying flat and supine. The unmanned transport platform employs collaborative control technology to achieve rapid patient transport. Therefore, the technical solution provided in this application reduces the workload of medical personnel and improves patient transport efficiency. This application is of great significance for enhancing the intelligent level of unmanned patient transport and improving patient treatment capabilities. Attached Figure Description

[0042] Figure 1 This is a structural diagram of an unmanned in-hospital patient transport vehicle disclosed in an embodiment of the present utility model;

[0043] Figure 2 This is a diagram illustrating the composition of a stretcher bed as disclosed in an embodiment of the present utility model;

[0044] Figure 3 This is a schematic diagram of a small unmanned transport platform disclosed in an embodiment of the present utility model.

[0045] Figure labels and descriptions:

[0046] 1-Stretcher bed, 2-Unmanned transport platform, 3-Loading and unloading guide rail, 4-Loading and unloading mechanism, 5-Mattress, 6-Upper body frame, 7-Lower body frame, 8-Upper support plate, 9-Lower support plate, 10-Upper reclining board, 11-Lower reclining board, 12-First unfolding and retracting mechanism, 13-Second unfolding and retracting mechanism, 14-Supporting leg, 15-Handle, 16-First flip hinge, 17-Second flip hinge, 18-Folding hinge, 19-Upper bed board, 20-Foot support plate. Detailed Implementation

[0047] The technical solution of this utility model will be clearly and completely described below with reference to the embodiments. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0048] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", and "counterclockwise" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0049] In the description of this utility model, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" and "second" may explicitly or implicitly include one or more of the stated features. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified. Furthermore, the terms "installed," "connected," and "linked" should be interpreted broadly; for example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0050] Example 1

[0051] Please refer to Figure 1 , Figure 2 and Figure 3 .

[0052] This utility model discloses an unmanned transport vehicle for hospital casualties, such as... Figure 1 , Figure 2 and Figure 3 As shown, it includes: a stretcher bed 1 and an unmanned transport platform 2; the unmanned transport platform 2 is equipped with a loading and unloading guide rail 3 and a loading and unloading mechanism 4. The loading and unloading guide rail 3 is used to load and unload the stretcher bed 1, and the loading and unloading mechanism 4 is used to fix the stretcher bed 1 to the unmanned transport platform 2.

[0053] Stretcher bed 1 includes a main frame, a lying board is hinged to the main frame, and a mattress 5 is provided on the lying board;

[0054] The unmanned delivery platform 2 includes a chassis, sensor modules, and a control module.

[0055] It should be noted that the unmanned transportation platform comprises a three-layer architecture: a perception layer, a decision-making layer, and an execution layer. The sensor module performs environmental perception, the control module performs decision-making and scheduling, and the chassis executes motion commands. The three work together to achieve autonomous transportation.

[0056] The perception layer consists of multiple types of sensors and is responsible for collecting environmental information (department signs, elevator locations, obstacles, people, etc.);

[0057] The decision-making layer generates the optimal path based on perception data and preset rules through a path planning algorithm and completes the calculation of motion control commands.

[0058] The execution layer uses the chassis drive system to perform movements such as moving and turning, thus completing the task of transporting materials.

[0059] In another alternative embodiment, such as Figure 2 As shown, the main frame includes an upper frame 6 and a lower frame 7; the upper frame 6 and the lower frame 7 are hinged together and can be folded in half when stored.

[0060] An upper support plate 8 is riveted to the end of the upper frame 6 near the lower frame 7; a lower support plate 9 is riveted to the end of the lower frame 7 near the upper frame 6; the upper support plate 8 and the lower support plate 9 are located in the middle of the main frame and can bear the overall weight of the injured person.

[0061] It should be noted that the above solution achieves both storage portability and operational flexibility, allowing the equipment to take up no space when not in use and be easy to move when in use; by riveting the support plate, the load-bearing reliability is solved, and the concentrated force and stable support ensure the safety of the injured. At the same time, the foldable structure does not affect storage, meeting the needs of quick deployment and stable support for the injured in emergency and transportation scenarios, while also solving the practical problem of easy storage and movement when not in use.

[0062] In yet another optional embodiment, the reclining board includes an upper reclining board 10 and a lower reclining board 11;

[0063] A first flip hinge 16 is provided at the first end of the upper reclining board 10, which hinges the upper reclining board 10 to the upper frame 6. A first extension and retraction mechanism 12 is hinged to the bottom of the second end of the upper reclining board 10. The other end of the first extension and retraction mechanism 12 is hinged to the main frame. The first extension and retraction mechanism 12 supports the upper reclining board 10 to achieve 0° to 60° adjustment.

[0064] A second flip hinge 17 is provided at the first end of the lower reclining plate 11, which hinges the lower reclining plate 11 to the lower frame 7. A second extension and retraction mechanism 13 is hinged at the bottom of the second end of the lower reclining plate 11. The other end of the second extension and retraction mechanism 13 is hinged to the main frame, and the second extension and retraction mechanism 13 supports the lower reclining plate 11 to achieve 0° to 30° adjustment.

[0065] A folding hinge 18 is provided in the middle of the length direction of the lower reclining plate 11 for folding the lower reclining plate 11;

[0066] The first and second retraction mechanisms 12 and 13 can be used to achieve various postures for the wounded, such as lying flat and supine.

[0067] Preferably, the first deployment and retraction mechanism 12 is a multi-link structure, and the second deployment and retraction mechanism 13 is an electric actuator. It should be noted that the upper body of the injured person is a higher risk area for injury. The multi-link structure, with its self-locking and force-distribution characteristics, provides greater safety redundancy, ensuring the safety of the injured person's core area. During transport, the injured person's lower body requires more frequent adjustments, such as frequent changes in posture. The electric actuator, with its convenient operation and precise drive, meets the need for efficient lower limb posture adjustment, improving efficiency. The above solution satisfies the principle of prioritizing safety while also considering efficiency in emergency situations, solving the problem of inadequate patient posture adjustment in existing technologies.

[0068] In another optional embodiment, the main frame has N support legs 14 at its bottom, symmetrically distributed on both sides. Pulley assemblies are installed at the bottom of each support leg 14, and these pulley assemblies match the loading / unloading guide rails 3 for quick loading and unloading of the stretcher bed 1. N is an even number not less than 4. This pulley and loading / unloading guide rail combination simplifies assembly, allowing for direct splicing and forming, and reduces processing difficulty.

[0069] In another optional embodiment, handles 15 are provided at the four corners of both ends of the main frame along its length. The handles 15 are used for lifting during transport. Anti-collision blocks are installed on the outside of the handles 15 to prevent the stretcher from being directly impacted by the outside.

[0070] In another alternative embodiment, the upper reclining board 10 includes an upper reclining board frame and a plurality of upper bed boards 19 fixed on the upper reclining board frame; the upper reclining board frame is integrally bent from a bent tube.

[0071] In another alternative embodiment, the lower reclining board 11 includes a lower reclining board frame, and a calf board, a thigh board, and a foot support board 20 fixed to the lower reclining board frame; the lower reclining board frame is integrally bent from a curved tube.

[0072] The lower leg plate and the thigh plate provide support for the injured person's legs, and the foot support plate 20 is used to prevent the person from slipping.

[0073] It should be noted that the upper lying board 10 and the lower lying board 11 provide support for the upper and lower body of the wounded and are subjected to relatively small loads. Therefore, their strength requirements are low, and they are manufactured using an integrated processing technology.

[0074] In yet another alternative embodiment, the main frame, the reclining plate, and the hinges are made of carbon fiber.

[0075] It should be noted that carbon fiber has a tensile strength exceeding 3000 MPa, far surpassing that of ordinary steel. Furthermore, through a fiber weaving and resin composite process, the fiber arrangement can be designed according to the stress characteristics of the stretcher bed. For example, the center bears the greatest load, while the edges need to resist bending, giving the overall structure extremely strong resistance to deformation. Even when carrying obese patients or experiencing minor impacts (such as sudden braking or bumps), the bed frame will not bend or break, preventing secondary injuries due to structural failure. Carbon fiber has a lower density; under the same load-bearing capacity, a carbon fiber stretcher bed can be more than 50% lighter than a steel bed. The use of carbon fiber solves the dilemma of traditional materials where load-bearing capacity and portability are mutually exclusive.

[0076] In another optional embodiment, the chassis adopts a four-wheel differential drive or Mecanum wheel design to support omnidirectional movement and adapt to narrow hospital corridors and turning scenarios; the chassis height is adjustable to ensure horizontal docking when loading and unloading the stretcher bed.

[0077] It should be noted that the chassis is the platform's moving carrier and must be adapted to the hospital's floor environment (such as tiles, non-slip flooring, and slight slope) while meeting the requirements for quietness, stability, and load-bearing capacity.

[0078] In another optional embodiment, the sensor module needs to realize three functions: environmental recognition, precise positioning, and dynamic perception, to provide data support for path planning and safe obstacle avoidance. In this embodiment, the sensor module includes a visual sensor, a lidar, an infrared sensor, a UWB positioning unit, and an elevator interaction sensor.

[0079] The visual sensor is used to identify static targets and determine the direction of personnel movement. The visual sensor uses a high-definition camera with at least 20 million pixels and night vision function. Combined with image recognition algorithms, it can identify static targets such as department door signs (e.g., "Internal Medicine Ward", "Laboratory Department"), elevator button signs, and ground guide lines. Through dynamic image analysis, it can determine the direction of personnel movement (e.g., walking towards the other party, walking in the same direction).

[0080] The lidar is used to identify obstacles in real time and output obstacle distance and shape data; the lidar adopts a 16-line lidar with a detection radius of not less than 8 meters and a scanning frequency of 10Hz, and can detect obstacles larger than 5cm (such as wheelchairs, mops, scattered items) in real time and output obstacle distance and shape data.

[0081] The infrared sensors are installed around the unmanned transport platform (0.5m above the ground) for detecting people within 1.5 meters, serving as a supplementary sensing method when visual sensors or lidar are obstructed (such as at corners).

[0082] The UWB positioning unit connects to the hospital's indoor positioning base station to achieve centimeter-level positioning with an error of ≤30cm, helping to determine the platform's precise location in corridors and elevators;

[0083] The elevator interaction sensor is used to interact with the hospital's elevator control system to achieve fully automated operations such as automatic elevator calling, elevator door status recognition, and elevator entry / exit confirmation.

[0084] The sensor module also includes a data fusion unit; the data fusion unit fuses data from various sensors in real time, such as calibrating the department location identified by the visual sensor with UWB positioning data to ensure that the destination positioning error is ≤50cm; and cross-verifying obstacle data from the lidar with personnel signals from the infrared sensor to avoid shutdowns caused by misjudgments from a single sensor (such as misjudging a stationary person as a fixed obstacle).

[0085] In yet another optional embodiment, the sensor module further includes an inertial navigation unit; the inertial navigation unit includes a three-axis accelerometer, a three-axis gyroscope, and auxiliary sensors.

[0086] The triaxial accelerometer is used to measure the linear acceleration of the unmanned vehicle in three-dimensional space, such as the acceleration when traveling straight along a corridor and the centripetal acceleration when turning. The displacement change is calculated by integration.

[0087] The three-axis gyroscope is used to measure the angular velocity of the unmanned vehicle, such as the rotation angle and body tilt angle when turning, and calculates the changes in heading angle, pitch angle and roll angle through integration.

[0088] The auxiliary sensor integrates a triaxial magnetometer to correct the gyroscope's heading angle drift and counteract the influence of environmental magnetic fields other than the Earth's magnetic field interference, such as the magnetic field of MRI equipment in hospitals which requires special calibration.

[0089] It should be noted that the navigation of unmanned vehicles within hospitals needs to cope with special situations such as numerous signal obstructions (e.g., walls and equipment blocking GPS / laser signals), strong dynamic interference (e.g., frequent pedestrian and cart passage), and complex paths (e.g., corridor corners, elevator entrances, and ward doors). The inertial navigation unit does not rely on external signals and can achieve positioning by measuring its own motion state.

[0090] In another optional embodiment, the control module includes a path planning unit, a motion control unit, and a human-machine interaction unit. The path planning unit is embedded with a path planning algorithm for path planning, realizing global path planning, local obstacle avoidance and dynamic planning, and multi-vehicle collaboration and task scheduling functions. The global path planning represents long-distance path planning within the hospital. The local obstacle avoidance and dynamic planning represents generating obstacle avoidance paths in situations involving sudden local obstacles (such as medical staff pushing gurneys or temporarily stacked medical equipment). The multi-vehicle collaboration and task scheduling unit represents planning path segments for each transport vehicle when multiple transport vehicles are operating simultaneously, avoiding intersection conflicts. It is evident that the control module is responsible for core logic such as path planning, motion control, and safety decision-making.

[0091] In yet another optional embodiment, the path planning algorithm specifically includes:

[0092] S1. Construct hospital map information; the hospital map information includes key location information (including department location, elevator location, restricted areas, densely populated areas, etc.) and path information (including path length, path width, etc.);

[0093] S2. Obtain real-time path status within the hospital through the hospital management system to obtain path traffic information; the path traffic information represents the congestion status of the path;

[0094] S3. Obtain transfer demand information using a human-computer interaction unit; the transfer demand information includes the origin and destination, as well as route optimization options; the route optimization options are the fastest arrival time or the least personnel contact.

[0095] S4. Based on the transfer demand information, process the hospital map information and route access information to obtain the intra-hospital transfer route for the injured.

[0096] In another optional embodiment, the step of processing the hospital map information and route accessibility information according to the route preference to obtain the intra-hospital transfer route for the injured includes:

[0097] S41. Based on the starting point and the destination, extract all possible candidate paths from the hospital map information to obtain candidate path information; the candidate path information includes multiple candidate paths; each candidate path includes multiple road segments;

[0098] S42. Based on the candidate path information, process the path traffic information to obtain path traffic index information; the path traffic index includes path smoothness index and personnel density index;

[0099] S43. When the preferred route is to reach the destination in the fastest time, proceed to step S44; when the preferred route is to minimize personnel contact, proceed to step S45.

[0100] S44. The candidate route information and route accessibility index information are processed using the transfer time calculation model to obtain the intra-hospital transfer route for the injured.

[0101] S45. Using the personnel exposure risk value calculation model, the candidate route information and route access index information are processed to obtain the intra-hospital transfer route for the injured;

[0102] In another optional embodiment, the step of processing the candidate route information and route accessibility index information using a transfer time calculation model to obtain the intra-hospital transfer route for the injured includes:

[0103] Based on the hospital map information, the candidate route information is processed to obtain route waiting time information; the route waiting time information includes the waiting time corresponding to each candidate route; the waiting time represents elevator waiting time, temporary congestion delay time, etc.

[0104] The transit time calculation model is used to calculate the transit time required for each candidate path based on the candidate path information and path traffic index information, thereby obtaining the candidate path time consumption information; the candidate path time consumption information includes the time consumption value corresponding to each candidate path;

[0105] The expression for the transit time calculation model is as follows:

[0106]

[0107] In the formula, T j L represents the time taken for the j-th candidate path; N represents the total number of road segments in the j-th candidate path; L represents the total time taken for the j-th candidate path. i v represents the length of the i-th road segment; i C represents the operating speed of the i-th road segment; i Δt represents the path accessibility index of the i-th road segment in the path accessibility index information. i This represents the path waiting time for the i-th road segment.

[0108] The candidate path with the shortest travel time is selected from the candidate path time information to obtain the in-hospital transfer path for the injured.

[0109] In another optional embodiment, the process of using a personnel exposure risk value calculation model to process candidate route information and route accessibility index information to obtain the intra-hospital transfer route for the injured includes:

[0110] Based on the candidate path information, the personnel exposure risk value calculation model is used to calculate the candidate path exposure risk information; the candidate path exposure risk information includes the personnel exposure risk value corresponding to each candidate path;

[0111] The model for calculating the personnel exposure risk value is as follows:

[0112]

[0113] In the formula, R j ρ represents the personnel exposure risk value of the j-th candidate path; N represents the total number of road segments included in the j-th candidate path; i α represents the population density index of the i-th road segment in the route traffic index information. i D represents the weight of the population density index for the i-th road segment; i γ represents the shortest distance between the i-th road segment and densely populated areas (such as nurses' stations, ward entrances, etc.). The closer the distance, the higher the probability of contact between people; therefore, the reciprocal form is used to reflect the impact on the risk value. i α represents the impact index of the densely populated activity area of ​​the i-th road segment; i γ i Satisfy constraint α i +γ i =1.

[0114] The candidate path with the lowest exposure risk value is selected from the candidate path exposure risk information to obtain the in-hospital transfer path for the injured.

[0115] In yet another optional embodiment, the human-computer interaction unit includes a touch interface, a voice interaction system, and a background management system;

[0116] The touch interface includes a status display module, a task input module, and an emergency control module.

[0117] The status display module includes: real-time location of the transport vehicle, planned route, estimated arrival time, and battery status.

[0118] The task input module includes: supporting manual input of the destination (department, bed number), or automatically associating the destination by scanning the patient's wristband barcode.

[0119] The emergency control module includes: one-button pause, fault alarm, and manual takeover button (supporting joystick control of direction and speed).

[0120] The voice interaction system includes: a natural language command module for responding to voice commands, such as "go to the surgical ICU" or "pause the current task"; and a voice feedback module for broadcasting the status to medical staff in real time using voice mode ("turn left soon" or "obstacle ahead, detouring").

[0121] The back-end management system includes a multi-vehicle dispatch module, a historical data recording module, and a mobile terminal.

[0122] The multi-vehicle scheduling module includes: real-time display of the location and task status of all transfer vehicles, and support for manual task reassignment.

[0123] The historical data recording module includes: storing path planning logs and fault information for later analysis and optimization.

[0124] The mobile terminal allows medical staff to schedule transport tasks and view the real-time location of vehicles via a mobile app; in emergencies, it can send remote control commands (such as forcibly clearing emergency lanes).

[0125] As can be seen, the human-computer interaction unit provided in this embodiment adopts a multimodal interaction and real-time feedback design, which meets the requirements of high reliability and ease of operation of the human-computer interaction interface in medical scenarios.

[0126] In yet another optional embodiment, the human-computer interaction unit further includes an access control module and an emergency response module:

[0127] The permission management module is used to grant different operating permissions to different roles (doctors, nurses, administrators) to avoid accidental operations.

[0128] The emergency response module is used to automatically pop up a warning window and prompt for alternative solutions (such as switching to the backup positioning mode) when the system detects a sensor failure or path planning anomaly.

[0129] Using the technical solution of this embodiment, the unmanned transport platform can achieve the core objectives of "efficient navigation, safe obstacle avoidance, and human-machine collaboration", significantly improving the intelligence and automation level of in-hospital patient transfer.

[0130] The device embodiments described above are merely illustrative. The modules described as separate components may or may not be physically separate, and the components shown as modules may or may not be physical modules; that is, they may be located in one place or distributed across multiple network modules. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0131] Finally, it should be noted that the unmanned in-hospital patient transport vehicle disclosed in this utility model embodiment is only a preferred embodiment of this utility model and is only used to illustrate the technical solution of this utility model, not to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the various embodiments of this utility model.

Claims

1. An in-hospital patient non-manned transfer cart, characterized by, include: A stretcher bed and an unmanned transport platform; the unmanned transport platform is equipped with loading and unloading guide rails and a loading and unloading mechanism, the loading and unloading guide rails are used for loading and unloading the stretcher bed, and the loading and unloading mechanism is used for fixing the stretcher bed to the unmanned transport platform; The stretcher bed includes a main frame, a lying board hinged to the main frame, and a mattress provided on the lying board; The unmanned transport platform includes a chassis, a sensor module, and a control module.

2. The unmanned in-hospital patient transport vehicle according to claim 1, characterized in that, The main frame includes an upper frame and a lower frame; the upper frame and the lower frame are hinged together and folded in half when stored; an upper support plate is riveted to the upper frame near the lower frame; a lower support plate is riveted to the lower frame near the upper frame.

3. The unmanned in-hospital patient transport vehicle according to claim 2, characterized in that, The reclining board includes an upper reclining board and a lower reclining board; The first end of the upper reclining board is provided with a first flip hinge, which hinges the upper reclining board to the upper body frame. The bottom of the second end of the upper reclining board is hinged with a first unfolding mechanism, and the other end of the first unfolding mechanism is hinged to the main frame. The first unfolding mechanism supports the upper reclining board to achieve 0° to 60° adjustment. The lower reclining board is provided with a second flip hinge at its first end, which hinges the lower reclining board to the lower body frame. The second end of the lower reclining board is hinged to a second unfolding mechanism. The other end of the second unfolding mechanism is hinged to the main frame. The second unfolding mechanism supports the lower reclining board to achieve 0° to 30° adjustment. A folding hinge is provided in the middle of the lower reclining board along its length. The first and second retraction mechanisms are used to achieve the supine and supine positions of the wounded.

4. The unmanned in-hospital patient transport vehicle according to claim 1, characterized in that, The main frame has N supporting legs at its bottom, and pulley assemblies are installed at the bottom of the supporting legs. The pulley assemblies are matched with the loading and unloading guide rails, and N is an even number not less than 4.

5. The unmanned in-hospital patient transport vehicle according to claim 1, characterized in that, The main frame is equipped with handles at both ends of the length direction and at the four corners, with anti-collision blocks installed on the outside of the handles.

6. The unmanned in-hospital patient transport vehicle according to claim 3, characterized in that, The upper reclining board includes an upper reclining board frame and several upper bed boards fixed on the upper reclining board frame; the upper reclining board frame is integrally bent from a bent tube.

7. The unmanned in-hospital patient transport vehicle according to claim 3, characterized in that, The lower reclining board includes a lower reclining board frame, and a lower leg plate, a thigh plate, and a foot support plate fixed to the lower reclining board frame; the lower reclining board frame is integrally bent from a curved tube.

8. The unmanned in-hospital patient transport vehicle according to claim 1, characterized in that, The main frame, the deck, and the hinges are made of carbon fiber.

9. The unmanned in-hospital patient transport vehicle according to claim 1, characterized in that, The sensor module includes a visual sensor, a lidar, an infrared sensor, a UWB positioning unit, and an elevator interaction sensor. The visual sensor is used to identify static targets and determine the direction of personnel movement. The lidar is used to identify obstacles in real time and output obstacle distance and shape data. The infrared sensor is installed around the unmanned transport platform as a supplementary sensing means when the visual sensor or lidar is obstructed. The UWB positioning unit is used to assist the unmanned transport platform in accurate positioning in corridors and elevators. The elevator interaction sensor is used to interact with the hospital elevator control system.

10. The unmanned in-hospital patient transport vehicle according to claim 1, characterized in that, The control module includes a path planning unit, a motion control unit, and a human-machine interaction unit; the path planning unit is used for path planning; the motion control unit is used for motion control of the unmanned transport platform; and the human-machine interaction unit is used to enable the operator to interact with the unmanned transport platform.

Images