Method for calculating optimal wheel position control angle of passenger boarding bridge automatic docking system

Abstract

A method for calculating an optimal wheel position control angle of passenger boarding bridge automatic docking system includes collecting ranging information of a sensor to rotate the bridgehead direction via a distance measuring sensor on both sides of the bridgehead of the passenger boarding bridge, making the bridgehead parallel to the aircraft fuselage; collecting information of an aircraft door by a camera at the bridge head of the passenger boarding bridge to obtain a center position D of the aircraft door; in an ideal docking situation, the aircraft door should appear at the bridge head position as D″; the position where D″ is projected vertically onto the aircraft fuselage is D′, that is, the line segment DD′ is the horizontal distance deviation between the current passenger boarding bridge and the aircraft door, the line segment D′D″ is the distance between the current boarding bridge and the aircraft fuselage.

Claims

1. A method for calculating an optimal wheel position control angle of a passenger boarding bridge automatic docking system, the method comprising: S1. collecting ranging information of a sensor to rotate a bridgehead direction via a distance measuring sensor on both sides of the bridgehead of a passenger boarding bridge, making the bridgehead parallel to an aircraft fuselage; S2. collecting information of an aircraft door by a camera at the bridge head of the passenger boarding bridge to obtain a center position D of the aircraft door; in an ideal docking situation, the aircraft door should appear at the bridge head position as D″; the position where D″ is projected vertically onto the aircraft fuselage is D′, that is, the line segment DD′ is the horizontal distance deviation between the current passenger boarding bridge and the aircraft door, the line segment D′D″ is the distance between the current boarding bridge and the aircraft fuselage; S3. defining a center point of the boarding bridge head as H; after the boarding bridge is docked with the aircraft door, the center position of the boarding bridge head is H′; corresponding to the definition in S2, the line segment HH′ is parallel and equal to the line segment DD″; then ∠DD″D′ is the angle at which the bridgehead offset, which is defined as ∠A; S4. getting a distance MH from a center point M of the wheel frame to the center point H of the bridgehead, and obtaining a length PH of the bridge body, where point P is the column position of the boarding bridge; getting a current bridgehead angle ∠B; obtaining a corresponding value by a distance sensor and the bridgehead angle sensor on the passenger boarding bridge; the bridgehead angle ∠B is the angle between the center line PH of the bridge body and the center line HT of the bridgehead; when HT is on the left side of PH, ∠B is a positive angle. When HT is on the right side of PH, ∠B is a negative angle; S5. defining the center point of a target wheel carrier as M′, ∠HMM′ is a control angle of a boarding bridge wheel position: $\angle {\mathrm{HMM}}^{\prime }=\pi -\arcsin (\frac{{\mathrm{HH}}^{\prime *}\sin \left(\pi -\angle O\right)-\frac{{\mathrm{MH}}^{*}{\mathrm{HH}}^{\prime *}\sin \left(\pi -\angle O\right)}{\Sigma }}{\begin{array}{c}{\left(\mathrm{PH}-\mathrm{MH}\right)}^2+{\left(\Sigma -\mathrm{MH}\right)}^2-2^{*}{\left(\mathrm{PH}-\mathrm{MH}\right)}^{*}\\ {\left(\Sigma -\mathrm{MH}\right)}^{*}\sqrt{1-\frac{{\left({\mathrm{HH}}^{\prime *}\sin \left(\pi -\angle O\right)\right)}^2}{{\Sigma }^2}}\end{array}};$ where, $\Sigma =\sqrt{{\left(\mathrm{PH}\right)}^2+{\mathrm{HH}}^{\mathrm{\prime 2}}-2^{*}{\left(\mathrm{PH}\right)}^{*}{\mathrm{HH}}^{\prime *}\cos \left(\pi -\angle O\right)},{\mathrm{HH}}^{\prime }={\mathrm{DD}}^{″},\angle O=\angle A+\angle B,{\mathrm{DD}}^{″}=\sqrt{{\mathrm{DD}}^{\mathrm{\prime 2}}+D^{\prime }{D}^{\mathrm{″2}}},\angle {\mathrm{DD}}^{″}{D}^{\prime }=\arcsin \left(\frac{{\mathrm{DD}}^{\mathrm{″2}}+D^{\prime }{D}^{\mathrm{″2}}-{\mathrm{DD}}^{\mathrm{\prime 2}}}{2*{\mathrm{DD}}^{″}*D^{\prime }{D}^{″}}\right);$ and S6. controlling a wheel position angle of the boarding bridge according to the control angle obtained in S5, and driving a walking mechanism to move until the docking of the boarding bridge and the aircraft door is realized.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1 is a model diagram of the boarding bridge docking process;

(2) FIG. 2 is a mathematical model diagram of the main parts of the docking process extracted from FIG. 1;

(3) FIG. 3 is an explanatory view showing the docking process when the actual aircraft door and the upright pillar are on the same side of the bridgehead and the outside angle is ∠O=∠B+∠A;

(4) FIG. 4 is an explanatory view showing the docking process when the actual aircraft door and the upright pillar are on the opposite side of the bridgehead and the outside angle is ∠O=∠B−∠A;

(5) FIG. 5 is an explanatory view showing the docking process when the actual hatch is heading towards the bridgehead with an offset angle ∠A=0. At this time, the outside angle ∠O=∠B;

(6) FIG. 6 is an explanatory view showing the docking process when the actual hatch is on the side of the bridge head, in the case where the bridge body angle and the bridge head angle are both zero. At this time, the outer angle is ∠O=∠A;

(7) FIG. 7 is an explanatory view showing the docking process when the bridgehead is facing the center of the actual position of the cabin door and the bridge body angle and bridgehead angle are both zero. At this time, the outer angle ∠O=0, that is, the target wheel carrier angle is also zero;

(8) FIG. 8 is a top view of the recommended installation location of the ranging sensor and vision sensor; and

(9) FIG. 9 is a front view of the recommended installation location of the ranging sensor and vision sensor.

(10) In the drawings, the following reference numbers are used: 1. Upright pillar (Fixed point), 2-1. Wheel frame center point, 2-2. Expected wheel frame center point, 2-3. Bridgehead center point, 2-4. Expected bridgehead center point, 2-5. Camera installation position, 2-6. Expected camera position, 2-7. Expected the aircraft door center, 3-1. Expected wheel frame angle, 3-2. Bridgehead angle ∠B, 3-3. Bridgehead offset angle ∠A, 3-4. Expected bridgehead tilt angle, 3-5. Outer angle ∠O=(∠A+∠B), 4. Camera perspective, 5-1. Expected aircraft door position, 5-2. Actual position of aircraft door, 6. Aircraft wing, 7. Aircraft nose, 8. Aircraft fuselage, 9. Upright pillars fixed point, 10. Current point of wheel frame, 11. Wheel frame target point, 12. Current point of bridgehead, 13. Bridgehead target point, 14-1. Installation location for the right distance sensor, 14-2. Installation location for the left distance sensor, 15. Aisle, 16. Bridgehead, 17. Side wall roller shutter, 18. Manual console, 19. Awnings, 20. Raised floor, 21. Pick-up platform, 22. Door protector, 23. Touch sensor, 24. Leveling wheel, 25. Front window, 26. Working lamp.

(11) It will be obvious to those skilled in the art that changes and modifications may be made, and therefore, the aim in the appended claims is to cover all such changes and modifications.