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    • 专利摘要:
    The present invention relates to an apparatus for generating a scatter plot (1A) representative of the actual external shape of a passenger transport vehicle (1) located in a building (4) and for determining the position and orientation of said vehicle for transporting persons (1) in said building (4) and for determining the relative position and orientation of at least one mobile work platform (2), the position and orientation of said passenger transport vehicle (1) ) and the position and orientation of said mobile work platform (2) being referenced with respect to at least one reference point (R1) of the known building (4), said apparatus being intended to prevent collisions between the platform of mobile work (2) and the passenger transport vehicle (1). Figure 1 (Fig. 1)
    公开号:FR3077914A1
    申请号:FR1900063
    申请日:2018-12-20
    公开日:2019-08-16
    发明作者:Francois Lesquir
    申请人:Cti Systems Sarl；
    IPC主号:
    专利说明:

    Title of the invention: Collision avoidance assistance system for mobile work platforms [0001] The present invention relates to the field of position determination and collision avoidance between a mobile work platform (PTM) and a passenger transport vehicle (VTP).
    The closest state of the art is document US 5359542 which relates to a system for determining the position of an airplane in a hangar and for limiting the movement of a plurality of gantry cranes around the airplane , the system comprising a plurality of movable scanners which determine the locations of a plurality of collinear points along the leading edges of the aircraft wings, including a processor system for determining a point of intersection of lines passing through collinear points, point of intersection and lines having a known position relationship with other parts of the aircraft from which the processor system also determines the locations of other parts of the aircraft, the processor system determining limits to the movement of cranes in relation to the airplane.
    Document DE 102012006371 relates to a printing process on an object. The document WO 2007101475 relates to an automated system with a suspended robot for the treatment of surfaces, in particular of an aircraft, comprising a support P consisting of an overhead crane, a mobile carriage on the overhead crane and a mast telescopic carried by the carriage and extending downwards from the latter. A processing robot is supported by the mast at its lower end. The system is equipped with internal GPS localization means comprising several transmitters arranged in height on columns firmly fixed to the ground and independent of a hangar in which the treatment system is installed, receivers supported by the telescopic mast and receivers to be fixed at visible points of the object, in order to detect the position of a reference point of the robot in a processing space to be measured and the position of visible points of the object in said processing space and means for signaling the detected position of the reference point and visible points of the object to a system controlling the support and the robot according to the detected positions and according to the three-dimensional shape of the object stored in the management system.
    A simple collision between a mobile work platform and a passenger vehicle can be very costly and also dangerous for humans present on the work platform.
    The closest prior art is document US 5359542 because it relates to the same field and a similar problem to be solved.
    The differences between document US 5359542 and the present invention are as follows:
    Apparatus for generating a point cloud (IA) representative of the actual external shape of a passenger vehicle (1) for determining the orientation of said passenger vehicle (1) in said building and for determining the relative orientation of at least one mobile work platform (2), the orientation of said passenger vehicle (1) and the orientation of said mobile work platform (2) being referenced with respect to at least one known reference point (RI) of the building (4), said apparatus comprising:
    - at least one known reference point (RI) of the building (4) being the point of origin of a coordinate system with 6 degrees of freedom and serving as a central common reference point and
    - at least three-dimensional scanning means (3) for determining said actual external shape of said passenger vehicle (1) and
    - at least one stationary calculation means (6) for generating said point cloud (IA) representative of the actual external shape of the passenger vehicle (1) and
    - said adjustment means (8) adjusts the orientation up to 6 degrees of freedom of the mobile working platform (2) according to the reference point (R2) relative to the reference point (RI) and
    - at least a first processor (21) for generating a three-dimensional model (2A) representative of the mobile working platform (2) and
    - said first processor (21) used to determine the position and orientation up to 6 degrees of freedom of said three-dimensional model (2A) representative of said mobile working platform (2) and
    - the three-dimensional scanning means (3), the adjustment means (8), the stationary calculation means (6) and the first processor (21) being connected by means of a communication means and
    - Said first processor (21) being used to prevent collisions between the mobile working platform (2) and the passenger transport vehicle (1).
    The differences between document US 5359542 and the present invention have the technical effect of generating a point cloud (IA) representative of the actual external shape of a passenger vehicle (1). The technique using a point cloud is a new technology which was not available at the date of filing of document US 5359542, which constitutes a marked improvement since it can also sweep the protuberances of VTP (1) like an antenna, which was not possible in document US 5359542.
    The objective technical problem to be solved is to provide another improved device making it possible to avoid collisions between the mobile working platform (2) and the passenger transport vehicle (1). Another problem to be solved consists in improving the precision and the reliability of the determination of the software limits for the respective movements.
    With reference to document US 5359542 (also called "Boeing patent"), the following main differences from the present invention are as follows: A) In the Boeing patent, the surface of the aircraft (obstacle ) is defined in two parts, first the "swept part" (by detecting 4 wing edges using photoelectric cells and visually controlling the height, in order to determine the position of the aircraft in the hangar) and secondly, "Another part of the aircraft" (CATIA drawings are converted manually and generated in data blocks specific to the programmable controller). In the present invention, the complete surface of the aircraft is defined by a scanning session based on a 3D LIDAR. The scanning session generates a point cloud. The point cloud is automatically referenced to calibrated, fixed and stationary reference targets and to the hangar.
    B) In the Boeing patent, the data blocks specific to the programmable controller of "the other part of the aircraft", based on the CATIA model of the aircraft, must be created by engineering, which represents a considerable work which must be redone manually for each different type of aircraft (visually identify the location of the "station lines" and cut the model into "station lines" (X); visually identify the location of the "Water lines" (Z) at specific places on the envelope; manually design, calculate and create the data for each data block (point of origin of the circle, initial radius, anchor line, draft multiplier, origin of the ellipse, gain values of the ellipse; manually design the application software, mainly based on trigonometry, to calculate distances in real time, for specific areas of the envelope; s additional data is created manually by engineering for the different positions of the shutters). In the present invention, the post-processing of the resulting point cloud is an automatic process, executed by software, regardless of the type of aircraft (Automatic point cloud extraction; Automatic addition of shapes (skirts); Automatic creation of data aircraft ready to use).
    C) In the Boeing patent, the airplane data are defined in data blocks once per airplane model and the same data is always reused for the same type of physical airplane. In the present invention, the aircraft is analyzed again on each entry into the hangar.
    D) In the Boeing patent, the principle of anti-collision detection works by comparing the position of the angles of the basic structure and the points of impact of the mobile working platform with a calculated surface of the aircraft. In the present invention, the principle of anti-collision detection consists in calculating the penetrations of any measured point belonging to the actual surface / external shape of the passenger vehicle, for example an aircraft, in a virtual 3D model representing the platform. mobile work, including all physical limitations such as the work surface, handrails, fixings and other appendages, as well as the supporting or suspended mast, if applicable.
    E) In the Boeing patent, all the additional "other objects" are assumed to be provided at fixed locations. For example, the potential areas where the garbage cans are located must be planned, marked on the ground and pre-designed inside the data blocks. In the present invention, any other object can be scanned additionally during the 3D scanning session and can be added automatically to the point cloud. This means that new obstacles being present in a certain place can be automatically integrated.
    F) The Boeing patent has no solution for extraordinary protruding parts. In the present invention, if the VTP has extraordinary small protrusions (e.g. antennas, etc.), which have to be scanned with higher resolution, then the 3D scanner can be switched to high resolution and the specific protrusions can also be swept. The resulting point cloud will be automatically inserted into the main point cloud.
    G) In the Boeing patent, the anti-collision function is performed between the platforms, using ultrasonic sensors at the level of the movement of the bridge, by monitoring the relative distance between two adjacent bridges over a wide range. In the present invention, collision avoidance assistance between work platforms is provided permanently by the on-board controllers, by mutually checking the relative position and orientation with respect to other adjacent work platforms, not only by mutual verification of the distance between the bridges, but also according to the actual locations (coordinates) of the implicit points of origin of the mobile work platform.
    Summary of the invention The present invention relates to an apparatus for generating a point cloud (IA) representative of the actual external shape of a passenger vehicle (1) located in a building (4), designed for determining the position and orientation of said passenger vehicle (1) in said building (4) and determining the relative position and orientation of at least one mobile working platform (2) inside the building ( 4), the position and orientation of said passenger vehicle (1) and the position and orientation of said mobile working platform (2) being referenced with respect to at least one known reference point (RI) to the interior of said building (4), said device being designed to prevent collisions between the mobile working platform (2) and the passenger vehicle (1), said device comprising:
    - at least one known reference point (RI) inside said building (4), (RI) being the point of origin of a coordinate system with 6 degrees of freedom and serving as a common central reference point and
    - at least three-dimensional scanning means (3) designed to determine the actual external shape of said passenger vehicle (1) and
    - at least one stationary calculating means (6) designed to generate a point cloud (IA) from the data of the three-dimensional scanning means (3), said point cloud (IA) being representative of the actual external shape of the vehicle transport of people (1) and
    - a known reference point (R2) of the mobile work platform (2) located on said mobile work platform (2) inside said building (4) and
    - at least one adjustment means (8) designed to configure the position and orientation up to 6 degrees of freedom of the mobile working platform (2) inside said building (4) according to the reference point ( R2) of the mobile work platform (2) relative to the location of the building reference point (RI) and
    - the three-dimensional scanning means (3), the adjustment means (8), the stationary calculation means (6) and at least one first processor (21) being connected by means of a communication means (30, 31.32) and
    - said first processor (21) being designed to prevent collisions between the mobile working platform (2) inside said building (4) and the passenger transport vehicle (1) by comparing the position of single points of the cloud of generated points (IA) at the position and orientation of the three-dimensional model (2A) to detect a risk of collision between the mobile working platform (2) and the passenger vehicle (1), [0020] characterized in that said at least one first processor (21) is designed to generate a three-dimensional model (2A) representative of the mobile working platform (2) and said first processor (21) is also designed to determine the position and orientation up to at 6 degrees of freedom of said three-dimensional model (2A) representative of said mobile working platform (2).
    Preferably, said three-dimensional scanning means (3) refers to at least two reference targets of the building (SI, S2, S3, S4, S5, S6, S7, S8, S9, S10), themselves designating the at least one known reference point (RI) of the building.
    Preferably, only one or at least one mobile working platform (2) is located on each side of the longitudinal axis of the passenger vehicle (1).
    Preferably, 2, 3, 4 or 5 mobile working platforms (2) are located on each side of the longitudinal axis of the passenger vehicle (1).
    Preferably, the mobile work platform (2) is either a work platform suspended from the roof of the building, or a work platform anchored to the ground, or a work platform on wheels, or a combination of a platform work suspended from the roof of the building and a work platform anchored to the ground and a work platform on wheels.
    Preferably, the mobile working platform (2) is controlled automatically or manually.
    Preferably, said at least one mobile work platform (2) carries one or a plurality of printing devices or cameras or robots or surface treatment devices or people or a combination of a printing apparatus and a camera and a robot and a surface treatment apparatus and a person.
    Preferably, the passenger vehicle (1) can be an aircraft, a helicopter, a rocket, a space shuttle, a space launcher, a train, a car, a bus or a boat or a part of it. 'any of the above-mentioned passenger transport vehicles (1).
    Preferably, the device comprises calibrated reference targets (SI, S2, S3, S4, S5, S6, S7, S8, S9, S10) which are located at non-mobile locations of the building (4) during the generation of the point cloud (AI).
    Preferably, the three-dimensional scanning means (3) can be carried by said mobile working platform (2) or not during the generation of the point cloud (IA).
    Preferably, the means of communication is based on a LAN (30) or WLAN (31, 32) infrastructure based on Ethernet.
    Preferably, the stationary calculation means (6) comprises at least one main server (10) and at least one second processor (20) for the processing of three-dimensional data by the three-dimensional scanning means (3) and at least a first processor (21) for anti-collision management and at least one Graphical User Interface office (11) and an Ethernet infrastructure (30, 31, 32) connecting them all together.
    The present invention relates to the use of the device to prevent collisions between said at least one mobile work platform (2) and said passenger vehicle (1).
    Preferably, the first processor (21) on board the mobile working platform (2) compares the position of single points of the generated point cloud (IA) with the position and orientation of the three-dimensional model (2A), so that when a risk of collision is detected between the mobile working platform (2) and the passenger vehicle (1), a predetermined deceleration curve until the complete stop to necessarily respect a predetermined minimum distance with respect to the physical contact between any part of the passenger transport vehicle (1) and the mobile working platform (2) is produced.
    Preferably, the minimum distance between the mobile working platform (2) and the passenger transport vehicle (1) is between 100 mm and 200 mm, preferably 150 mm.
    Preferably, the device is used to perform dynamic path planning (DPP) for said at least one mobile working platform (2) in order to fully or partially automate the manually controlled movements of said mobile working platform ( 2) towards and along the passenger transport vehicle (1) on the basis of pre-programmed trajectories.
    The present invention also relates to a method for generating a point cloud (IA) representative of the actual external shape of a passenger transport vehicle (1) located in a building (4) and for determining the position and the orientation of said passenger vehicle (1) in said building and to determine the relative position and orientation of at least one mobile working platform (2) up to 6 degrees of freedom, said method being intended to prevent collisions between the mobile work platform (2) and the passenger transport vehicle (1) as defined in claim 1, said method comprising the following steps:
    A. determine said known reference point (RI) of the building (4) being the point of origin of a coordinate system with 6 degrees of freedom and serving as a central common reference point and
    B. determine the actual exterior shape of said passenger vehicle (1) by means of at least three-dimensional scanning means (3) and
    C. generate a point cloud (IA) representative of the actual external shape of the passenger transport vehicle (1) via at least one stationary calculation means (6) and
    D. determining a known reference point (R2) of the mobile work platform (2) located on said mobile work platform (2) and
    E. adjust the position and orientation up to 6 degrees of freedom of the mobile working platform (2) as a function of the reference point (R2) relative to the reference point (RI) via at least one adjustment means (8)
    F. generate a three-dimensional model (2A) representative of the mobile working platform (2) via at least one first processor (21) and
    G. determining the position and orientation up to 6 degrees of freedom of said three-dimensional model (2A) representative of said mobile working platform (2) via the first processor (21) and
    H. communicate between the three-dimensional scanning means (3), the adjustment means (8), the stationary calculation means (6) and the first processor (21) via a communication means.
    I. compare the position of single points of the generated point cloud (IA) with the position and orientation of the three-dimensional model (2A) in order to detect a risk of collision between the mobile working platform (2) and the transport vehicle people (1).
    Preferably, the method comprises an additional step J) consisting of respecting a predetermined deceleration curve until complete stop in order to necessarily respect a predetermined minimum distance from the physical contact between any part of the passenger vehicle (1 ) and the mobile work platform (2), via the first processor (21).
    Preferably, steps B) and C) of said process last between 60 minutes and 80 minutes.
    Preferably, steps B) and C) and I) of said method have a point cloud (IA) resolution of the passenger vehicle (1) of between 10 mm and 50 mm.
    Brief description of the drawings Figure 1 (Fig.l) shows a top view of a point cloud (IA) representing a passenger vehicle (1) in a building (4) and a work platform mobile (PTM) (2) on each longitudinal side of the passenger transport vehicle (VTP) (1), for example an aircraft, as well as all the essential means for carrying out the present invention. The mobile work platform (2) moves along the VTP (1) without being in contact with the VTP (1).
    FIG. 2 (FIG. 2) shows a front view of a point cloud (IA) representing a VTP (1), for example an aircraft, in a building (4), the reference point RI, two working platforms (2) on each longitudinal side of the VTP at different positions and the reference targets (SI, S2, S3, S4, S5, S6, S7, S8, S9, S10).
    Figure 3 (Fig.3) shows a side view of a point cloud (IA) representing a VTP (1), for example an aircraft, in a building (4), the reference point RI, two work platforms (2) at different positions and reference targets (SI, S2, S3, S4, S5, S6, S7, S8, S9, S10).
    Figure 4 (Fig.4) shows the location of the reference point R2 at the intersection of the floor of the mobile working platform and the vertical axis of the vertical telescopic arm, as well as the step system of liberty (6DoF) on a mobile work platform suspended from the roof of a building (2).
    Figure 5 (Fig.5) shows the location of the reference point R2 on a mobile work platform anchored to the ground (2) and the degrees of freedom system (6D0F). Figure 6A (Fig.6) is a schematic view of the coordinate system with six degrees of freedom relative to R2.
    Figure 6B is a schematic view of the coordinate system with six degrees of freedom relative to Rl.
    Figure 7 (Fig.7) is a photograph showing a VTP, for example an aircraft, in a building and a mobile work platform at a different height on each longitudinal side of the VTP.
    Figure 8 (Fig.8) shows the generated point cloud (IA) of a VTP (1), for example an aircraft, in a building (4), as well as the generated three-dimensional model (2A) of two mobile work platforms (2).
    Figure 9 (Fig.9) shows a classic building shape design (4).
    Figure 10 (Fig. 10) shows an optimized building shape design (4) for an aircraft.
    Figure 11 (Fig. 1 l) shows the hardware configuration, the network and the interconnected diagram between the equipment constituting the collision avoidance system of the present invention.
    Figure 12 (Fig.l2) shows the data flow diagram between the equipment constituting the collision avoidance system of the present invention.
    Figure 13A (Fig.l3A) shows a top view of the main parameters for defining a simplified virtual three-dimensional model (2A) on a work platform suspended from the roof of a building.
    Figure 13B shows a side view of the main parameters for defining a simplified virtual three-dimensional model (2A) on a work platform suspended from the roof of a building.
    Figure 14A shows a side view of main hulls (70) and virtual safety (71, 72) and R2 representative of a PTM (2).
    Figure 14B shows a front view of main hulls (70) and virtual safety (71, 72) representative of a mobile work platform suspended from the roof of a building (2) and R2.
    Figure 14C shows a top view of main hulls (70) and virtual safety (71, 72) representative of a mobile work platform suspended from the roof of a building (2) and R2.
    Figure 14D shows a perspective view of main hulls (70) and virtual safety (71, 72) representative of a mobile work platform suspended from the roof of a building (2) and R2.
    Detailed technical description:
    Referring to Figures 1, 2 and 3, the positioning and collision avoidance system of the present invention is generally used to determine the surface / external shape and the position of obstacles such as a transport vehicle people (VTP) (1), in particular an aircraft, in a dedicated area of a building (4), such as a paint and maintenance hangar, making it possible to determine and define software limits for the movement of '' at least one mobile work platform (PTM) (2) and to control the PTM (2) to avoid collisions.
    Referring to Figures 7, 9 and 10, the system will generally operate in a building (4) such as a paint and / or maintenance hangar for aircraft, where the building (4) for parking a single aircraft is generally about 80 to 90 m long, 70 to 80 m wide and 30 to 35 m high overall. The design of the building shape (4) can be conventional (see Fig. 9) or optimized for painting aircraft (see Fig. 10).
    Figure 7 shows an aircraft (1) in a building and a mobile work platform (2) on each side of the aircraft (1).
    The building (4) is equipped with PTM (2), the PTM (2) being either work platforms suspended from the roof of a building, or work platforms anchored to the ground, or mobile work platforms on the ground, a combination of work platforms suspended from the roof of a building, work platforms anchored to the ground and mobile work platforms on the ground.
    Figures 4 and 5 show typical PTMs, whether suspended from the roof of a building (Fig. 4) or anchored to the ground (Fig. 5).
    A PTM (2) generally transports operators to access different points close to the VTP (1), for inspection or other task. It can also be equipped, instead of carrying operators or in combination with operators, of specific devices including a printing device, a camera, a robot or a surface treatment device.
    A PTM (2) is generally controlled manually by the operators, but can also be fully or partially automated.
    The PTM (2) may be able to move over six degrees of freedom.
    The building (4) is preferably equipped with two, four or six PTMs (2), half of the PTMs (2) preferably along the left side of the VTP (1) and the other half located from the other side of VTP (1).
    At least one VTP (l) is parked in the building (4), the VTP (1) can be an aircraft, a rocket, a space shuttle, a space launcher, a train, a car, a bus or a boat, or other, or part of the above-mentioned VTP (1).
    In the building (4), other equipment dedicated to the application can be installed, fixed or mobile, in relation to the building (4) or the process, generally stairs or ladders or scaffolding or docks or other work platforms, as well as parts of the building structure such as walls or columns.
    Meaning of surface / external shape: since it is not common for a VTP (1) to always be parked in exactly the same location in the building (4) each time and that different VTP (1) will have different attitudes and orientations and will undergo external deformations, in comparison with a theoretical CAD model, due to the variation of the loads on the VTP (1), the variation of the shock absorption compressions and the variation of the pressure of tires, variation of equipment and different appendages, it is necessary to determine the actual surface / external shape of said VTP (1) in the form of a point cloud (IA) with respect to at least one point of known reference (RI) of a building serving as a central reference point with respect to an absolute origin of a system with six degrees of freedom in the space of the building (4) vis-à-vis the VTP (2) . In the same context, the position and orientation of the VTP (1) up to six degrees of freedom are determined.
    Preferably, said method has a point cloud (IA) resolution of the VTP (1) of between 10 mm and 50 mm, in which the resolution for simple shapes (fuselage of an aircraft) can be lower and for more complex shapes (small antennas) can be greater. Preferably, said method of acquiring and processing a complete point cloud lasts between 60 and 80 minutes.
    An adjustment means (8) is generally a combination of several devices, such as at least one encoder and at least one programmable controller (12), see Figure 11.
    The position of the PTM (2) is determined by an adjustment means (8) in order to determine a known reference point (R2) of the PTM (2) relative to (RI).
    For a typical collision avoidance application, a three-dimensional model (2A) representative of the PTM (2), its position and its related orientation up to 6 degrees of freedom, referenced at said reference point (R2), is generated based on the adjusting means (8).
    The three-dimensional model (2A) is a combination of simplified forms, comprising not only the working surface of the mobile working platform, but also the handrails, the fixings, the guide masts and other appendages and is optimized for closer to reality.
    The resulting envelope of the three-dimensional model (2A) representing the PTM (2) is extended in proportion to the desired safety factors to form virtual safety shells around it. The position of single points of the generated point cloud (IA) representing the VTP (1) is compared with the position of the three-dimensional model (2A). Thus, when the potential risk of collision is detected between the
    PTM (2) and VTP (1), a predetermined deceleration curve until the PTM (2) comes to a complete stop is required to respect a minimum predetermined distance to avoid physical contact between any part of the VTP ( 1) and PTM (2).
    Typical adjustments are made to guarantee a speed reduction between the PTM (2) and the VTP (1) at a distance of approximately 800 mm - 1000 mm and a complete stop at a minimum distance between the PTM (2 ) and the VTP (1) from around 100 mm to 200 mm.
    The direction of the potential risk of collision is determined, so that only the movements of the PTM (2) towards the VTP (1) are limited.
    Figure 8 shows the generated point cloud (IA) of an aircraft (1) in a building as well as the generated three-dimensional model (2A) of a mobile work platform (2).
    Since the point cloud (IA) can include other points than the only VTP (1) and linked to other elements located inside the building (4) and located in the working range from the mobile work platform, the collision avoidance application can be extended and applied to these other elements as well, with the same effects.
    Since the different PTMs (2) can share the same work area, the collision avoidance application can be extended to a collision avoidance between PTMs (2).
    The present invention also relates to the use of the apparatus for automating currently manually controlled movements of said PTM (2) along the VTP (1) on the basis of preprogrammed trajectories.
    The terminology used to describe the coordinate system, according to which the actual surface / external shape and the position / orientation of the VTP (1) are determined and relative to which the PTM (2) moves, is indicated below .
    Referring to Figures 1, 2, 3 and 6a, the known absolute reference point of the building (RI) is a predetermined point located in the building (4) and constitutes the point of origin of a system of coordinates at six degrees of freedom. The exact position is defined once, during the first start-up, using a specific metrology device, such as a tracking laser, and may be slightly different from one building to another. This point is defined as the common reference point for all systems. To determine the orientation X, Y and Z, the following convention is accepted: the orientation of entry of the VTP (1) in the building (4) gives the orientation of the axis X. The Cartesian rule of the hand right is used to determine the other axis and the rotations, the X axis being the main horizontal direction, the Y axis perpendicular to the X axis and the Z axis perpendicular to the XY plane.
    Referring to Figures 4, 5 and 6B, the relative reference point R2 of the PTM (2) is a predetermined point belonging to the PTM (2) and identical for each type of
    PTM (2). R2 can be the center of mass or some other arbitrary point defined once using CAD. R2 is behind a six degree of freedom (6D0F) system that refers to the freedom of movement of the PTM (2) in three-dimensional space. The PTM (2) is free to change position in translation along three perpendicular axes: forward / backward, up / down, left / right and to change orientation by positive or negative rotation around the three perpendicular axes, called roll, pitch and lace. Preferably, the operator directs the PTM (2) relative to R2.
    To determine the outer surface of the VTP (1), at least one three-dimensional scanning means (3) is used. A three-dimensional scanning means (3) is generally a LiDAR-based technology which uses pulsed laser light all around to measure the distances from the target, by illuminating this target and by measuring the reflected pulses using a sensor, so that the differences in laser return times and wavelengths can be used to make digital 3D representations of the target, in the form of a point cloud. This high performance laser scanner is preferably an integrated inclinometer, transportable and calibrated. It preferably includes wireless LAN communication facilities, a self-contained battery system and real-time recording technology, such as the commercially available Laro Locus S70 scanner.
    The three-dimensional scanning means (3) refers to at least two building reference targets (SI, S2), themselves designating at least one known reference point (RI) of the building. Preferably, these building-specific reference targets (SI, S2, etc.) are calibrated and placed once during the first commissioning on a non-mobile structural part or on the ground, using a device specific metrology such as a tracking laser.
    The three-dimensional scanning means (3) will be programmed to first locate these building reference targets (SI, S2, S3, etc.) before starting each scanning process and to generate a point cloud (IA ).
    The positioning and collision avoidance system of the present invention can integrate a plurality of PTMs (2) and scanning means (3). The quantity and type of PTM (2) depends on the configuration of the building (4). The amount of scanning means (3) is determined by the maximum time allowed for scanning operations. The scanning process can be carried out in parallel while using several scanning means (3). Generally, the use of two scanning means (3) will reduce the scanning operation time by half.
    Hardware configuration:
    Referring now to Ligure 11 which illustrates the hardware configuration, the network and the interconnected diagram between the various equipment components constituting the position determination and collision avoidance system for a system based on two PTMs (2) and two scanning means (3). For convenience, the PTM 1 (2) is associated with the 3D scanning means 1 (3) and will operate in the left part of the center line of the building (4) and the PTM 2 (2) is associated with the scanning means 3D 2 (3) and will work in the right part of the center line of the building (4).
    The system is composed of three main subsystems. The three-dimensional scanning means (3), the stationary calculation means (6) and the control equipment of the mobile working platform (7).
    The term medium communication corresponds to equipment which communicates and exchanges data via LAN (30) or WLAN (31, 32) interfaces based on Ethernet.
    LAN / WLAN (30,31, 32):
    To ensure an Ethernet wireless LAN installation (32) between the three-dimensional scanning means (3) and the other equipment, the building (4) is equipped with Ethernet wireless LAN access points (31) fixed on the structure of the building (4), preferably on each side of the building (4), starting from the center line of the building (4), for optimum performance. Depending on the configuration of the building (4), the number and position of the access points (31) may vary. All Ethernet wireless LAN access points are connected to the Ethernet LAN network (30). All equipment linked to the collision avoidance and positioning system and connected to the Ethernet LAN network share the same IP range and the same subnet and should preferably be separated from foreign networks or IP partners in order to avoid interference .
    The three-dimensional scanning means (3).
    The three-dimensional scanning means (3) are preferably provided with wireless LAN communication systems and are configured in the LAN domain for automatic reconnection to the wireless LAN network.
    Stationary calculation means (6):
    The stationary calculation means (6) comprises a first dedicated processor (21) for processing 3D data (20) by the three-dimensional scanning means (3). The stationary computing means (6) also includes a main server (10) which serves as the main database for point clouds and also serves as an interface gateway to the control equipment of the mobile work platform (7 ). The graphical user interface desktop (11) is generally an interactive screen specially designed to serve as a human-machine interface.
    Mobile work platform control equipment (2):
    Each PTM (2) comprises on-board control equipment comprising a programmable controller unit (12), preferably with integrated security, such as a Siemens Simatic S7-3xx-F. Each actuator axis (13) of the PTM (2) is independently controlled by the multi-axis drive and control unit based on the programmed automaton (14). For the actuator axis (13), all types of actuators are compatible and the inverter drives or controllable proportional valves are preferable for smoother control, but the system would also work if the axes were controlled directly by motor starters. The current position of each axis constituting the PTM (2) is determined using a set of absolute adjustment means (8) directly connected to the programmable controller unit (12) via an industrial bus such as Profibus or Profinet (15) and referenced according to the method described below. The on-board programmable controller unit (12) is linked to an on-board manual control console (16), in which a human operator generates motion set points, typically on joysticks or push buttons, when the PTM (2) is manually controlled. The orientation of the manual control console (16) conforms to R2, in the direction of X + on R2 and is fixedly constructed so that its orientation cannot be changed. The on-board control equipment also includes a first dedicated processor (21).
    Method for referencing the adjustment means (8):
    It is now necessary to describe the method for referencing the adjustment means (8) used to determine the position and orientation of the PTM (2) originating from R2. The adjustment means (8) are all referenced once during the first commissioning, at predefined values, with or without compensation values, at predetermined positions and in accordance with R1. The process uses a set of indicators, generally arrows for more precision, carefully placed and fixed on the moving structure or on the PTM (2) itself and according to the CAD models generated at the design of the PTM (2). If necessary, the same specific metrology device as that used to define R1 can also be used to define the final positions of these indicators. For these adjustment means (8), the following plausibility and integrity checks are integrated and checked cyclically by the on-board programmable automation unit (12). These checks are as follows: correct direction of rotation / displacement relative to the direction of movement; the value of the position of rotation / movement changes without active movement; the value of the position of rotation / movement does not change during the active movement; plausibility of speed between motion set point and encoder speed; plausibility check by checking the value of the encoder with a predetermined value at a control position, triggered by the activation of a plausibility sensor which passes in front of an indicator placed in a section of path statistically more frequented.
    This method makes it possible to determine the position and the orientation of (R2) relative to the coordinate systems having for origin (RI).
    Functions and database and data exchange and input / processing / output:
    FIG. 12 illustrates the data flow diagram connecting the different modules used during the different operating phases.
    From an operational point of view, the method is based on two main operational phases, the first phase corresponding to the collection of points and the generation of a single point cloud (IA) and the second phase corresponding to avoidance collisions when using the PTM (2).
    The first phase of operation consists in using the following modules. A first module called a 3D scanner (40) is responsible for collecting a partial cloud of points (41) each corresponding to a partial section of the VTP (1). The number of 3D scanning modules (40) corresponds to the number of 3D scanning means (3) used by the system. Each partial point cloud (41) is sent to another module called the 3D module (42). The 3D module (42) is responsible for collecting, filtering and mapping together the partial point clouds (41) and for creating a single complete cloud (IA) representing the external surface of the complete VTP (1). The complete point cloud generated (IA) is sent to another module called management module (43).
    The second phase of operation consists in using the following modules. The management module (43) serves as a central management system for storing the resulting complete cloud (IA) generated during phase 1 and for sending the complete cloud (IA) to the other collision avoidance modules (44). The management module (43) also serves as the main user interface for operators. This management module (43) also stores all the static parameters qualifying the characteristics of the building (4), the parameters of the PTM (2), the characteristics of the VTP (1) and all other characteristics necessary to define the limits of the system. in general. The anti-collision module (44) first combines the PTM parameters (2) received from the management module (43) and the current position of the PTM (2) received from the programmable module module of the mobile work platform ( 45), in order to create a three-dimensional model (2A) representative of the PTM (2) as well as of its current position and orientation. By comparison between the correctly positioned and oriented three-dimensional model (2A) and each point of the complete point cloud (IA) received from the management module (43), the anti-collision module (44) generates movement authorizations from the programmable controller module of the mobile work platform (45). The number of collision avoidance modules (44) corresponds to the number of
    PTM (2). The programmable controller module of the mobile work platform (45) determines the current position and orientation of the PTM (2) on the basis of the adjustment means (8) and the method described above and sends the information to the module anti-collision (44) and limits the movement of the PTM (2) according to the movement authorizations received from the anti-collision module (44).
    More specifically, each module is composed of specific software.
    [0111] Integrated software for 3D scanning means:
    The 3D scanning module (40) is composed of integrated software (46) belonging to the 3D scanning means (3). It is up to this embedded software (46) to perform each scan and generate the partial point clouds (41). The scanning requests are based on triggers and parameters sent over a dedicated data interface (48) by the 3D application software (47) belonging to the 3D module (42). Each partial point cloud (41), each corresponding to a partial section of the VTP (1), contains the at least two building reference targets (SI, S2), automatically recognized by the integrated software (41). The typical parameters sent by the 3D application software (47) to the data interface (48) are the required resolution settings and the required quality settings, since most 3D scanning means (3) are capable of manage several resolution levels with different quality levels. The resolution setting determines the relative distance between the points in the point cloud and the corresponding level of detail. By increasing the resolution setting, the number of points captured increases and the relative distance of the points decreases. By decreasing the resolution setting, the number of points captured decreases and the relative distance of the points increases. The resolution setting is based on the level of detail required, the distance to the VTP (1) and the distance to the building's reference targets (SI, S2,). The quality setting determines the measurement rate and the level of noise reduction. By increasing the quality setting, the measurement rate decreases. The length of time the scanner records each scan point, as well as the statistical measurement accuracy of each point, increases by taking several measurements to confirm the information and averaging the result. Noise reduction is performed by an internal algorithm used to determine whether the differences between the scan points constitute an accurate representation of the details or noise. The algorithm compares the scan points at a specific distance from each other and determines if the difference is within the tolerance specified by the quality setting. If not, the scan point is deleted. Basically, the quality setting is chosen based on environmental conditions, keeping in mind that the best quality requires longer scanning and that lower quality increases the tolerance for errors.
    [0113] 3D scanning module / 3D module interface:
    On the same data interface (48), the 3D scanning means (3) instantly returns to the 3D application software (47) its own current operating state.
    Once a partial point cloud (41) has been fully processed, the 3D scanning means (3) compiles each scan data in a specific file and sends it via the dedicated data interface (48) to the software. 3D application (47).
    [0115] 3D application software:
    The 3D application software (47) runs either on a dedicated physical computer, or on a virtual machine running on the main server (10). The 3D application software (47) collects and stores in a local database (49) all the specific files linked to the partial point cloud (41). The next step is automatic registration and post-processing. The 3D application software (47) is an internal development which manages additional functions called from specialized 3D software (50) available on the market, such as Faroscene from Faro or Polyworks from InnovMetric Software Inc. and interacts with the latter via a dedicated SDK (software development kit).
    During the mapping of all the partial clouds, the main aspect is the use and respect of the building reference targets (SI, S2, etc.) located in each partial point cloud (41) for a very precise mapping first and then for the translation of all the points constituting the complete point cloud (IA), according to the reference targets of the building (SI, S2, etc.) and therefore of Rl.
    Additional features are applied to the 3D application software (47), depending on the configuration of the building (4) and its content.
    The first additional functionality of the 3D application software (47) excludes the data, which cannot be used for the collision avoidance system, in order to limit the size of the files to be processed and therefore the duration of the post-processing. In fact, even if the 3D scanning means (3) is able, over its maximum scanning range, to scan the entire building (4) and all the details of it, such as walls, roof, floor and other static obstacles, only the data contained in a limited range defined by the maximum working range of PTM (2) in the building (4) should be taken into account. A set of parameters defines the scanning operating range. This means that the VTP (1) is scanned and, if set up appropriately, other building elements (4) and their details, such as walls, roof, floor and other static obstacles located at maximum range of the PTM (2), are also scanned.
    Another additional functionality limits the duration of the post-processing. The process involves acquiring points in two phases, where all static points, such as walls or other fixed obstacles, are scanned, post-processed and stored once during the first phase. The second phase corresponds to a systematic scan, as part of the first scan, to acquire points corresponding to non-static points, as for VTP (1). Therefore, systematic post-processing is limited to the second phase only. The points resulting from the first and second phase are finally merged.
    Another functionality is used to create, if necessary and according to the configuration of the building (4) and according to the requirements of the collision avoidance system, a virtual wall of points. The virtual wall of points is created by the 3D application software on the basis of criteria contained in a set of parameters defined during commissioning.
    The result of all the filtering and mapping algorithms of the partial point cloud is a single complete merged point cloud (IA), systematically associated with the parameter defining the VTP (1) and stored as a specific file in a local database (49) belonging to the 3D application software (47). The associated file is used by the 3D application software (47) to verify, by comparing the point cloud between the newly scanned VTP (1) and the same type of VTP data (1) previously stored and gives, in the form statistical information, a percentage of similarity between the two.
    In addition, each complete point cloud (IA) is transformed by specialized 3D software (50) into a triangulated mesh on a surface and a file in “.stl” format is generated and stored in the same database. local.
    A dedicated local graphical user interface (51) allows an operator, via specialized 3D software (50), to access the data stored in the local database (49), in particular the partial point cloud and complete (41, IA). This user interface is mainly used when necessary to check specific details, but has no operational functionality.
    Management application software:
    The management application software (52) is an internal development and must be considered as the master software for the entire system. It runs on the main server (10) described above. The purpose of the management application software (52) is to coordinate the two operational phases by managing the first operational phase and sending the results from the first phase to the second operational phase.
    The management application software (52) stores in its dedicated database (53) all the static parameters qualifying the characteristics of the building (4), the settings of the PTM (2), the characteristics of the VTP ( 1) and all the other characteristics allowing to define the limits of the system in general. The location of the scanning positions is decisive in limiting the number and the area of shadows corresponding to areas that are barely visible or invisible, in particular for complex or large VTPs (1). Therefore, depending on the characteristics of each type of VTP (1), the optimal location of the scanning positions and the optimal resolution will be different and stored separately in the database.
    To carry out phase 1, the complete set of parameters, as determined above, is systematically transmitted with the scan request from the management application software (52) to the 3D application software (47) via a dedicated data interface (54). In return and on the same data interface, the resulting unique complete point cloud (AI) is automatically exported from the 3D application software database (49) to the management application software database ( 53).
    A main graphical user interface application (55) runs on the graphical user interface desktop (11). The main graphical user interface application (55) is made up of several menus with different access levels and is password protected. From this central point, it is possible to check or modify any setting, as well as to consult the status and performance indicators of the entire system.
    A specially designed, real-time 3D animation view of the relevant static and complete mobile content of the building (4) can be viewed on the user interface (55), showing the positions and orientations in real time of the components. building (4), VTP (1) and PTM (2) during operation.
    Interface management application software / anti-collision application software: [0132] On a dedicated data interface (56), the management application software (52) shares the resulting complete point cloud ( IA) with the anti-collision application software (57) and, at the same time, with the PTM settings (2). The transferred data is stored in the local database (64) belonging to the anti-collision application software (57).
    [0133] Anti-collision application software / Processing software for a programmable controller of the mobile working platform:
    The anti-collision application software (57) is an internal development for the management of collision avoidance. The anti-collision application software (57) is executed on each first on-board processor (21) of each PTM (2).
    Referring now to Ligure 14D, the preliminary task of the collision avoidance application software (57) consists in constructing a simplified virtual three-dimensional model (2A) in the form of a virtual main shell representing the PTM (2) and based on the set of parameters defining and including the physical limits of the PTM (2) such as the work surface, handrails, fixings and other appendices, as well as its supporting or suspended mast if necessary and having all for R2 origin. Ligures 13A and 13B illustrate the principle applicable to any type of PTM (2). The number of volumes constituting the main hull depends on the complexity of the PTM (2), but must be kept at a sufficiently low level because it influences the main performance of the calculations.
    Referring now to Figures 14A, 14B, 14C, 14D, another set of parameters is used to extend the main hull (70) in all directions to create virtual safety shells. Generally, a first larger safety shell (71) is created and corresponds to an area where only slow speed is authorized. A second smaller safety shell (72) is created and corresponds to an area where the movements are stopped.
    Return to Figure 12, the processing software of the programmable controller of the mobile work platform (58) is an internal development to control, on the basis of set points fixed on a manual control console (60 ) actuated by operators, the movements of the axis constituting the PTM (2) and to instantly determine, using the set of adjustment means (8) described above, the position and orientation according to six degrees of freedom of the PTM (2), originating from R2 and linked to coordinate systems having origin RI in the referencing process described above.
    The current position and orientation of the PTM (2) at six degrees of freedom are determined and shared instantly with the anti-collision application software (57) via a dedicated very fast and reliable data interface (59).
    On the basis of the position and the orientation with six degrees of freedom of the PTM (2) received on this data interface (59), the anti-collision application software (57) translates and orients the virtual models three-dimensional (2A), main hull (70) and safety hulls (71,72), linked to coordinate systems originating from RI.
    A dedicated algorithm of the anti-collision application software (57) compares the position of each single point of the complete generated point cloud (IA) representing the VTP (1), originating from IR with a set of investigation areas surrounding around the PTM (2), defined by the virtual three-dimensional model translated and oriented (2A), originating from RI. Following this comparison, the collision avoidance application software (57) determines, as a function of R2, the direction (s) of the potential risk of collision.
    So that, when a potential risk of collision is detected between the PTM (2) and the VTP (1), the anti-collision application software (57) defines, in accordance with R2, a set of authorizations for the safety shell settings accordingly, activated for the respective movement at high speed and combined with information concerning the directions of movement. The information is instantly shared with the programmable controller processing of the mobile work platform (58) via the very fast and reliable dedicated data interface (59).
    The programmable controller processing of the mobile work platform (58) combines motion set points defined on the manual control console (60), operated by operators, with the authorizations received from the application software. collision avoidance (57) to activate / deactivate high speed, movement and direction, in order to limit the movements of each axis accordingly and, according to R2, to perform the collision avoidance function between the PTM (2) and the VTP (1).
    As defined above, the complete point cloud (IA) can also integrate parts of the building (4) and all the details of it, such as walls, roof, floor and others static obstacles in the maximum PTM range (2). By extension, the collision avoidance function will be extended not only to the passenger vehicle, but also to the parts of the building (4) and to all the details thereof.
    A local user interface panel (61) indicates to the operator locally, on the PTM (2), via simple indicator lights, if the collision avoidance system is activated, operational and if potential collisions are detected or not.
    At the same time, on the dedicated data interface (56), the anti-collision application software (57) instantly shares the results of its calculations with the management application software (52), for the purpose of tracking and tracing. All the input and output conditions of the second operating phase are stored in the main database (53).
    Since the processing software of the programmable controller of the mobile working platform (58) and all of the anti-collision application software (57) are connected by data interfaces described above (59,56) and share data representing the PTM (2), the associated investigation areas and the current position and orientation at six degrees of freedom of each mobile work platform, the collision avoidance function can be extended to a system of avoidance of collisions between different PTMs (2), with the same effects as above, by comparing the investigation areas of each PTM (2) and all having their origin RI. For better performance, direct data interfaces (62, 63) between the processing software of the programmable controller (58) and also between the anti-collision application software (57) are provided.
    The system is extendable to completely automate the movements during the operations. With this system, the management application software (52) determines the limits, designates and dynamically controls the trajectories of the PTM (2) for an automatic movement and optionally controls a plurality of mounted robotically controlled digital terminal effectors. on the PTM (2), which can optionally spray and distribute water, pickling agents, paint and carry out other operations on the VTP (1). Another improvement to the system, known as dynamic planning, includes improving employee health and safety and reducing production time. A dedicated data interface (65) is used to transmit the movement orders generated by the management application software (52) to the processing software of the programmable controller of the mobile work platform (58) and in return for transmitting status signals from the processing software of the programmable controller of the mobile work platform (58) to the management application (52).
    [0148] Operating phases:
    From an operational point of view, the method is based on two main operational phases, the first phase corresponding to the collection of points and the generation of a single point cloud (IA) and the second phase corresponding to avoidance collisions when using the PTM (2).
    PHASE 1:
    The first operational phase is carried out by a systematic three-dimensional scan each time a VTP (1) is introduced into the building (4).
    As described above, due to the large size and the complexity of the outer surface of the VTP (1) and in order to avoid shadows when measurements cannot be taken with sufficient quality, a procedure for multiple scan is required, from multiple preset scan positions. The management application software (52) stores in its dedicated database (53) for each type of VTP (1) the optimal scanning positions and, consequently, the optimal resolution. The scan positions are defined to combine the VTP (1) scans from the side, top and bottom. Note that for the different scanning positions, the operator must take into account the maintenance of a reasonable safety distance from the place where the VTP (1) is supposed to be, because the acquisition process has not still not been performed and the collision avoidance system is not engaged. Due to the large size of the VTP (1), it is necessary to use arm lifts to reach the highest positions. If the PTMs (2) provide the lifting function, they can be used to reach the highest positions. If PTMs (2) are used, they can be controlled manually by operators to reach each scan position or alternatively pre-programmed to reach each scan position in an advanced semi-automatic manner. The collection sequence remains the same in both modes.
    As described above, the building (4) is preferably equipped with two, four or six PTMs (2), half of the PTMs (2) preferably along the left side of the VTP (1) and the other half being located on the other side of the VTP (1). The embodiment of the present invention is based on two PTMs (2) and two scanning means (3). For convenience, the PTM (2) is associated with the scanning means (3) and will operate in the left part of the center line of the building (4) and the PTM (2) is associated with the scanning means (3) and will work in the right part of the center line of the building (4). The scanning process can be carried out in parallel. In general, the use of two scanning means (3) will reduce the operating time by half.
    The collection sequence is carried out automatically, coordinated by the management application software (52) as described above.
    The VTP (1) is positioned at its location and in its final state. Other mobile equipment dedicated to applications, generally stairs, ladders, scaffolding, docks or other work platforms, are also positioned in their final state and in their state. An operator drives the PTM (2) to a predefined initial position, preferably at ground level and carefully places the scanning means (3) at a predetermined position of the PTM (2). During this time, a second operator performs the same operation on the PTM (2) with the scanning means (3). Both scanning means are activated. After a start-up sequence, the operational state of each scanning means (3) is sent to the management module (43) via the 3D module (42) and the associated data interfaces.
    From the application of the main graphical user interface (55), an authorized operator is now able to launch the procedure of phase 1. Each PTM (2) is controlled, either manually or semi-automatically. automatic advance, to the first scanning position. Once the first scanning position has been reached, the first partial cloud (41) is collected. Once completed, each PTM (2) is brought to the second scanning position and so on until the last scanning position is reached and the last partial cloud (41) is completed.
    On the main graphical user interface application (55), the completion of the operation can be checked, first by automatic detection of missing data, as well as visually by inspection of the 3D data received. An additional scan can be performed or scans redone, if necessary.
    Once the complete single point cloud (IA) is correctly performed, an operator drives the PTM (2) to its initial position and carefully withdraws the scanning means (3). During this time, a second operator performs the same operation on the PTM (2) with the scanning means (3).
    Since the positioning and collision avoidance system is based on an optical base material, a three-dimensional scanning means (3), to determine the point cloud (IA) and that the building (4) can be used for painting purposes, the optical equipment should preferably be installed when the VTP (1) has just been parked and must be removed after determining the surface / external shape of the VTP (1) and before the start of the painting or maintenance. This firstly avoids the risk of overspraying the detection equipment on the optical lenses and avoids the use of specific equipment suitable for hazardous areas, also called explosion-proof, when the paint used is solvent-based. It should be understood that the method is based on a determination of the position / orientation and of the surface / external shape of a VTP (1) at a defined time, under defined conditions. Changes in conditions after the scanning procedure are not taken into account by the system. Note that the system can be upgraded to also be suitable for painting or maintenance operations and would therefore be able to provide instant / real-time data during painting or maintenance operations.
    PHASE 2:
    The second operational phase corresponds to the avoidance of collisions when using the PTM (2) for productive tasks.
    As described above, the complete single point cloud (IA) is automatically shared with the control equipment of the mobile work platform (7).
    To test the function, before starting productive operational movements under the control of the collision avoidance system, the proper functioning must be briefly tested by the operator. This is done on a virtual test object, marked as a square on the ground, having a virtual height of one meter. When the collision avoidance system is activated, the operator approaches the virtual test object with the PTM (2) from different directions and checks whether the speed reduction and the complete stop occur correctly, as well as whether the emergency movement in the opposite direction to the potential collision is working properly. The virtual test object is a fixed part of the complete point cloud. Several virtual test objects can be virtually placed in appropriate locations inside the building (4) when the system is commissioned and marked accordingly on the ground.
    System reaction in phase 2: During the movements of the PTM (2) in phase 2, the closed loop platform control equipment (7) monitors in real time the potential occurrence of a collision between PTM (2) and VTP (1). When an intersection between the complete point cloud (IA) and the safety shell (71) of the PTM (2) is detected, the PTM (2) is only authorized to continue its movement at low speed and an indicator indicates this condition. When an intersection between the complete point cloud (IA) and the safety shell (72) of the PTM (2) is detected, the PTM (2) is completely stopped and an indicator light indicates this condition. In this case, the operator is only allowed to move in the direction opposite to the potential collision.
    From an operational point of view and as mentioned above, the PTM (2) is generally controlled via a manual control console (16), where a human operator generates movement set points, generally via joysticks or push buttons. The effect of the collision avoidance system is to reduce the speed of movement of the axis to safe values in the corresponding direction.
    Note that the collision avoidance system can be deactivated via the main graphical user interface application (55). In this case, the PTM (2) is free to move around in its 6DoF, only limited by its own freedom of physical movement.
    It will be understood that certain characteristics of the invention, which are, for the sake of clarity, described in the context of separate embodiments, can also be provided in combination in a single embodiment. Conversely, various features of the invention, which are, for the sake of brevity, described in the context of a single embodiment, may also be provided separately or in any suitable sub-combination.
    权利要求:
    Claims (1)
    [1" id="c-fr-0001]
    Apparatus for generating a point cloud (IA) representative of the actual external shape of a passenger vehicle (1) located in a building (4), designed to determine the position and orientation of said passenger vehicle (1) in said building (4) and designed to determine the relative position and orientation of at least one mobile working platform (2) inside the building (4), the position and orientation of said vehicle transporting people (1) and the position and orientation of said mobile working platform (2) being referenced with respect to at least one known reference point (RI) inside said building (4), said apparatus being designed to prevent collisions between the mobile working platform (2) and the passenger vehicle (1), said apparatus comprising:
    - at least one known reference point (RI) inside said building (4), (RI) being the point of origin of a coordinate system with 6 degrees of freedom and serving as a common central reference point and
    - at least three-dimensional scanning means (3) designed to determine the actual external shape of said passenger vehicle (1) and
    - at least one stationary calculation means (6) designed to generate a point cloud (IA) from the data of the three-dimensional scanning means (3), said point cloud (IA) being representative of the actual external shape of said passenger transport vehicle (1) and
    - a known reference point (R2) of the mobile work platform (2) located on said mobile work platform (2) inside said building (4) and
    - at least one adjustment means (8) designed to configure the position and orientation up to 6 degrees of freedom of the mobile working platform (2) inside said building (4) according to the reference point ( R2) of the mobile work platform (2) relative to the location of the building reference point (RI) and
    - the three-dimensional scanning means (3), the adjustment means (8), the stationary calculation means (6) and at least one [Claim 2] [Claim 3] [Claim 4] [Claim 5] [Claim 6] first processor (21) being connected by means of communication means (30,31,32) and
    - at least one first processor (21) being designed to prevent collisions between the mobile working platform (2) inside said building (4) and the passenger transport vehicle (1) by comparing the position of points unique from the generated point cloud (IA) to the position and orientation of the three-dimensional model (2A) to detect a risk of collision between the mobile working platform (2) and the passenger vehicle (1), characterized in that said at least first processor (21) is designed to generate a three-dimensional model (2A) representative of the mobile working platform (2), and said at least first processor (21) is also designed to determine the position and the orientation up to 6 degrees of freedom of said three-dimensional model (2A) representative of said mobile working platform (2).
    Apparatus according to claim 1, comprising a mobile working platform (2) on each side of the longitudinal axis of the passenger vehicle (1).
    Apparatus according to claim 1, said mobile work platform (2) being either a work platform suspended from the roof of the building, or a work platform anchored to the ground, or a work platform on wheels, or a combination of a platform work suspended from the roof of the building and a work platform anchored to the ground and a work platform on wheels.
    The apparatus of claim 3, wherein said mobile working platform (2) being controlled manually or automatically. Apparatus according to claim 1, wherein said at least one mobile work platform (2) carrying one or more printing devices or cameras or robots or surface or people treatment devices or a combination a printing apparatus and a camera and a robot and a surface treatment apparatus and a person.
    Apparatus according to claim 1, wherein the passenger vehicle (1) can be an aircraft, a helicopter, a rocket, a [Claim 7] [Claim 8] [Claim 9] [Claim 10] [Claim 11] [ Claim 12] [Claim 13] space shuttle, a space launcher, a train, a car, a bus or a boat or a part thereof.
    Apparatus according to claim 1, wherein the three-dimensional scanning means (3) can be carried by said working platform (2) or not during the generation of the point cloud (IA).
    Apparatus according to claim 1, wherein the communication means is based on an Ethernet infrastructure based on LAN (30) or WLAN (31,32).
    Apparatus according to claim 1, in which the stationary calculation means (6) comprises at least one main server (10) and at least one second processor (20) for the processing of three-dimensional data by the three-dimensional scanning means (3), for collision avoidance management and at least one Graphical User Interface office (11) and an Ethernet infrastructure (30, 31, 32) connecting them all together.
    Use of the apparatus according to claim 1 to prevent collisions between said passenger vehicle (1) and said at least one mobile work platform (2).
    Use according to claim 10, in which the mobile working platform (2) also comprising a first on-board processor (21) designed to compare the position of single points of the generated point cloud (IA) with the position and orientation of the model three-dimensional (2A), so that when a risk of collision is detected between the mobile working platform (2) and the passenger vehicle (1), a predetermined deceleration curve until the complete stop to respect a minimum predetermined distance from the physical contact between any part of the passenger vehicle (1) and the working platform (2) must be achieved. Use according to claim 11, in which the minimum distance between the mobile working platform (2) and the passenger transport vehicle (1) is between 100 mm and 200 mm, preferably 150 mm.
    Use of the apparatus according to claim 1 for performing dynamic path planning (DPP) for said at least one mobile work platform (2) in order to automate the manually controlled movements of said mobile work platform (2) towards and along the passenger transport vehicle (1) on the basis of pre-programmed trajectories.
    [Claim 14]
    Method for generating a point cloud (IA) representative of the actual external shape of a passenger vehicle (1) located in a building (4) and for determining the position and orientation of said passenger vehicle ( 1) in said building and to determine the relative position and orientation of at least one mobile working platform (2) up to 6 degrees of freedom, said method being intended to prevent collisions between the mobile working platform ( 2) and the passenger transport vehicle (1) as defined in claim 1, said method comprising the following steps:
    A. determine said known reference point (RI) of the building (4) being the point of origin of a coordinate system with 6 degrees of freedom and serving as a central common reference point, and
    B. determine the actual exterior shape of said passenger vehicle (1) by means of at least three-dimensional scanning means (3) and
    C. generating a point cloud (IA) from the data of the three-dimensional scanning means (3), said point cloud (IA) being representative of the actual external shape of said passenger vehicle (1) via at least one stationary computing means (6) and
    D. determining a known reference point (R2) of the mobile work platform (2) located on said mobile work platform (2) and
    E. adjust the position and orientation up to 6 degrees of freedom of the mobile working platform (2) according to the reference point (R2) with respect to the location of the reference point (RI) of the building via the less an adjustment means (8),
    F. communicate between the three-dimensional scanning means (3), the adjustment means (8), the stationary calculation means (6) and the first processor (21) via a communication means (30,31 , 32)
    G. compare the position of single points of the generated point cloud (IA) with the position and orientation of the three-dimensional model (2A) in order to detect a risk of collision between the mobile working platform (2) and the transport vehicle of persons (1), characterized in that the method comprises the [Claim 15] [Claim 16] [Claim 17] following steps:
    H. generating a three-dimensional model (2A) representative of the mobile working platform (2) by means of at least one first processor (21), and
    I. determine the position and orientation up to 6 degrees of freedom of said three-dimensional model (2A) representative of said mobile working platform (2) by means of said first processor (21).
    Method according to claim 14, comprising an additional step J) consisting in respecting a predetermined deceleration curve until complete stop in order to necessarily respect a predetermined minimum distance from the physical contact between any part of the passenger vehicle (1) and the mobile work platform (2), via said first processor (21). The method of claim 14, wherein steps B) and C) of said method last between 60 minutes and 80 minutes.
    A method according to claim 14 and claim 15, wherein steps B), C) G) and J) of said method have a point cloud resolution (IA) of the passenger vehicle (1) between 10 mm and 50 mm.
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    JP3224107U|2019-11-28|
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    FR3077914B1|2020-11-27|
    RU2716035C1|2020-03-05|
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    2019-12-20| PLFP| Fee payment|Year of fee payment: 2 |
    2020-01-10| PLSC| Publication of the preliminary search report|Effective date: 20200110 |
    2020-11-13| CA| Change of address|Effective date: 20201007 |
    2020-12-23| PLFP| Fee payment|Year of fee payment: 3 |
    2021-12-24| PLFP| Fee payment|Year of fee payment: 4 |
    优先权:
    申请号 | 申请日 | 专利标题
    LU100588|2017-12-20|
    LU100588|2017-12-20|
    LU100766A|LU100766B1|2018-04-16|2018-04-16|Collision avoidance assistance system for movable work platforms|
    LU100766|2018-04-16|
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