Smart aircraft towing system

A method is disclosed here. The method includes receiving an input from an aircraft, determining a towing status of the aircraft based on the input, and sending a message to a transmitter to transmit the towing status of the aircraft. Also disclosed herein is a system including an aircraft including a nose landing gear, a first controller, and a transmitter, wherein the first controller is configured to determine a towing status of the aircraft based on a number of sensor signals received from the aircraft, and the transmitter is configured to transmit the towing status and a tow truck configured to tow the aircraft, the tow truck including a second controller and a receiver, wherein the receiver is configured to receive the towing status from the transmitter, and the second controller is configured to provide an indication of the towing status of the aircraft.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to, and the benefit of, India Patent Application No. 202241065401 (DAS CODE: F36B), filed Nov. 15, 2022 and titled “SMART AIRCRAFT TOWING SYSTEM,” which is incorporated by reference herein in its entirety for all purposes.

FIELD

The present disclosure generally relates towing aircraft and, more particularly, to systems and methods for improving the safety of towing aircraft.

BACKGROUND

The aviation industry has seen dramatic growth over the last 20 years with passenger count increasing almost three-fold in recent years. Airlines are preparing to serve more passengers and at the same time are modernizing their fleet by adding/acquiring new generation aircraft to help suit their business objectives. While the number of aircraft are on the rise, the amount of maintenance that is associated with keeping an aircraft flying has also increased. One of the repetitive tasks that is carried out often is the towing service. The aircraft engines are generally not on when moving the aircraft short distances on the ground, such as for maintenance. Towing is the assisted movement of an aircraft using the power of a specialized ground vehicle like tractor or tugs attached to the nose landing gear. In some cases, the towing vehicles are attached using tow bars and in some cases the towing vehicles are bar-less, and a hydraulic system is used to lift the nose wheels.

If done carelessly, towing operation can cause damage to the aircraft and injury to personnel. Towing accidents not only result in aircraft damage but also delay or cancel flights and lead to other airport disruptions. There are numerous failures reported due to improper towing practices in an aircraft. The cost incurred due to failure of landing gear during towing mission can be high. Additionally, improper towing of an aircraft can lead to secondary loading in the nose landing gear components which can eventually lead to failure during the operational lifetime of the aircraft. One of the primary reasons for improper towing practices is the lack of communication between the aircraft cockpit and towing vehicle.

SUMMARY

A method for improving the safety of towing aircraft is disclosed herein. The method includes receiving, by a processor, an input from an aircraft, determining, by the processor, a towing status of the aircraft based on the input, and sending, by the processor, a message to a transmitter to transmit the towing status of the aircraft.

In various embodiments, the method further includes reading, by the processor, a configuration file associated with the aircraft and identifying, by the processor, before the determining, a number of sensor inputs to be received based on the configuration file, wherein the input includes the number of sensor inputs. In various embodiments, the input includes a parking brake sensor input, a torque link sensor input, and a nose wheel steering sensor input. In various embodiments, the sending the message further includes identifying, by the processor, a first recipient of the towing status and a second recipient of the towing status and sending, by the processor, a message to transmit the towing status to the first recipient and the second recipient.

In various embodiments, the first recipient is a tow truck controller and the second recipient an air traffic controller (ATC) controller. In various embodiments, the method further includes receiving, by the processor, a request to subscribe to the towing status of the aircraft, and determining, by the processor, to send the message in response to the request to subscribe. In various embodiments, the transmitter is a wireless transmitter.

Also disclosed herein is a system for communicating aircraft status for towing. The system includes an aircraft including a nose landing gear, a first controller, and a transmitter, wherein the first controller is configured to determine a towing status of the aircraft based on at least one sensor signal received from the aircraft, and the transmitter is configured to transmit the towing status to a receiver associated with a tow truck configured to tow the aircraft.

In various embodiments, the tow truck includes a second controller, wherein the receiver is configured to receive the towing status from the transmitter, and the second controller is configured to provide an indication of the towing status of the aircraft, the second controller is further configured to subscribe to the first controller to receive the towing status, and the transmitter is configured to transmit the towing status to subscribed receivers. In various embodiments, the second controller is further configured to prevent movement of the tow truck in response the towing status indicating the aircraft is not ready to be towed. In various embodiments, the second controller is further configured to allow movement of the tow truck in response to the towing status indicating the aircraft is ready to be towed.

In various embodiments, the tow truck further includes a display configured to display the towing status received from the second controller. In various embodiments, the system further includes a third controller including a receiver, the third controller configured to receive the towing status from the aircraft. In various embodiments, the receiver is configured to pair with the transmitter.

Also disclosed herein is a system including an aircraft including a plurality of sensors, a transmitter, a processor, and a memory operatively coupled to the processor. The memory includes instructions stored thereon that, when executed by the processor, cause the processor to receive an input from the plurality of sensors, determine a towing status of the aircraft based on the input, and send a message to the transmitter to transmit the towing status of the aircraft.

In various embodiments, the instructions, when executed by the processor, further cause the processor to read a configuration file associated with the aircraft and identify, before the determining, a subset of the plurality of sensors to use to determine the towing status, the subset of the plurality of sensors being based on the configuration file. In various embodiments, the plurality of sensors includes a parking brake sensor input, a torque link sensor input, and a nose wheel steering sensor input. In various embodiments, the instructions, when executed by the processor, further cause the processor to identify a recipient of the towing status based on a list of subscribers and transmit the towing status to the recipient.

In various embodiments, the aircraft further includes a towing status indicator, and the instructions, when executed by the processor, further cause the processor to send a signal including the towing status to the towing status indicator. In various embodiments, the towing status indicator is a liquid crystal display or a light emitting diode.

DETAILED DESCRIPTION

Disclosed herein is a communication system for facilitating improved communication between an aircraft or aircraft pilot and a tow vehicle during a towing operation. The communication system reduces the occurrence of towing incidents during towing operations and thereby reduces maintenance costs that may be incurred due to poor towing practices. Poor towing practice may include towing while the aircraft parking brake is engaged, the torque links are engaged, and/or the nose wheel steering system is engaged, among others. Aircraft parking brakes are used to secure an aircraft and prevent the aircraft rolling when on the ground and wheel chocks are not in use. Towing an aircraft while the parking brake is engaged may damage the parking brake, the landing gear, the wheel, the aircraft fuselage and/or other components. Torque links connect telescopic cylinders and prevent relative rotation of pistons and cylinders to maintain wheel alignment of the nose wheel during taxiing of the aircraft on the ground. Towing the aircraft while the torque links are engaged may prevent the nose wheel from turning as needed during the towing operation, damaging the nose wheel, nose landing gear, and potentially other components. The nose wheel steering system is used to direct the aircraft during ground operations. Towing the aircraft while the nose wheel steering system is engaged may prevent the nose wheel from turning as needed by the towing machine and may damage the nose wheel, nose landing gear, and/or the steering system, among other components. Each of these errors may result in costly and time-consuming repairs to the aircraft. In some cases, damage to the landing gear may result in the aircraft being quarantined for a period of months during an investigation into the damage.

Currently, during towing operations, trained and authorized personnel are located in the aircraft cockpit to monitor the status of the aircraft and verbally communicate with the tow vehicle operator. This verbal communication generally occurs over an intercom that may be linked to the air traffic controller (ATC) as well. The tow vehicle operator waits for verbal clearance from the personnel in the cockpit before starting the towing service. The tow vehicle operator may stop all towing services in response to a loss of verbal communication. Checklist items that are communicated during a towing operation may include crew briefings, radio checks, ATC checks, clearances to tow, transponder checks, light checks, parking brake checks, acceleration checks, brake checks, and steering checks, among others. A miscommunication at any step of the towing operation may result in damage to the aircraft and/or injury to personnel up to and including the loss of life.

Disclosed herein is a smart aircraft towing system that provides a real time status of the aircraft being towed. The real time status includes a condition of the torque links, a condition of the nose wheel steering system, and the status of aircraft parking brake, among other information. In various embodiments, the real time status may be communicated from the aircraft to the tow vehicle via a wired medium and/or a wireless medium. In various embodiments, an aircraft mounted transmitter may communicate with the towing personnel via the wired medium and/or wireless medium. In various embodiments, the tow vehicle may be locked and inoperable until a clearance to move is received by the smart aircraft towing system. In various embodiments, the tow vehicle may include a mounted receiver connected to the tow vehicle that monitor a received status of the aircraft. In various embodiments, a handheld device may be used by towing personnel to receive towing status from the aircraft. In various embodiments, the mounted receiver and/or handheld receiver may subscribe to, or pair with, the aircraft mounted transmitter. In various embodiments, the communication between the transmitter and the receiver is encrypted. In various embodiments, each receiver pairs and/or subscribes to each transmitter. In various embodiments, the receiver includes a display and/or lights indicating the received status.

Referring now toFIGS.1A and1B, an aircraft towing system100and an aircraft towing system150are illustrated, respectively, in accordance with various embodiments. Referring first toFIG.1A, aircraft towing system100includes an aircraft102and a tow truck104. Aircraft102includes a nose landing gear106that is connected to tow truck104by a tow bar108. Tow bar108connects to nose landing gear106allowing tow truck104to move aircraft102. Aircraft102further includes avionics110and a towing system transmitter112. Aircraft avionics110may include hardware and software systems and subsystems that receive and display a status of the various aircraft systems and subsystems. In various embodiments, the aircraft systems and subsystems may include parking brake status, nose wheel steering status, and torque link status, among others. Towing system transmitter112may communicate with avionics110to receive the status of various aircraft systems and transmit the status of the aircraft systems to subscribed and/or paired receivers.

Tow truck104further includes an aircraft towing system receiver114. Aircraft towing system receiver114may be configured to receive aircraft status from towing system transmitter112. In various embodiments, towing system receiver114may subscribe to towing system transmitter112in order to receive status updates from towing system transmitter112. In various embodiments, towing system receiver114may pair with towing system transmitter112in order to receive status updates from towing system transmitter. In various embodiments, towing system receiver114may be integrated into tow truck104. In various embodiments, the operation of tow truck104may be tied to the status received by towing system receiver114. That is, tow truck104may be locked (e.g., not start, not move, etc.) in response to a status received by towing system receiver114being not clear to tow. Alternatively, tow truck104may be unlocked (e.g., able to start, move, etc.) in response to a status received by towing system receiver114being clear to tow. In various embodiments, towing system receiver114may further include an indicator of the status received. In various embodiments, the indicator may be a liquid crystal display (LCD), a number of light emitting diodes (LED), or LED display, among others. In various embodiments, towing system receiver114may be a handheld device that is separate from tow truck104.

In various embodiments, towing system transmitter112communicates with towing system receiver114via a wired connection between tow truck104and aircraft102. In various embodiments, the wired connection may be fiber-optic, coaxial, or twisted pair. In various embodiments, towing system transmitter112and towing system receiver114may communicate using an ethernet protocol, inter-integrated circuit (I2C) protocol, serial peripheral interface (SPI) bus protocol, or controller area network (CAN) protocol, among others.

In various embodiments, towing system transmitter112communicates with towing system receiver114via a wireless connection. In various embodiments, the wireless connection may be Bluetooth (IEEE 802.15.1), ZigBee (IEEE 802.15.4), Z-Wave, Wi-Fi (IEEE 802.11), among other protocols. In various embodiments, towing system transmitter112may provide an interface to which towing system receiver may subscribe in order to receive aircraft status updates. In various embodiments, towing system receiver114may pair with towing system transmitter112to communicate status information. In various embodiments, the communication between towing system transmitter112and towing system receiver114is encrypted. In various embodiments, towing system receiver114may be limited to communicating with a single towing system transmitter112while being paired and/or subscribed to multiple towing system transmitters112.

Referring toFIG.1B, aircraft towing system150includes aircraft102and a tow truck154. Aircraft towing system150includes similar components to those described above with respect to aircraft towing system100including aircraft102, nose landing gear106, avionics110, towing system transmitter112, and towing system receiver114. Aircraft towing system150further includes a towbar less tow truck154. Tow truck154tows aircraft102using a hydraulic system to lift nose landing gear106off the ground. Similar precautions and communications are used by tow truck154when towing aircraft102as used by tow truck104described above. As such, the features of avionics110, towing system transmitter112, and towing system receiver114are not repeated here.

Referring now toFIG.2, a nose landing gear assembly200is illustrated, in accordance with various embodiments. Nose landing gear assembly200includes a shock strut assembly202, a wheel204, a drag brace206, a torque link208, a torque link pin210(also referred to as an apex pin), a steering system212, and an axle214. Shock strut assembly202may include a strut cylinder and a strut piston that is operatively coupled to the strut cylinder. Wheel204may be coupled to an axle at one end of shock strut assembly202. In various embodiments, nose landing gear assembly200may include a torque link208coupled to shock strut assembly202and/or to wheel204, including an axle. Torque link208includes a first, or upper, arm208aand a second, or lower, arm208b. First arm208ais pivotably coupled to second arm208b. Torque link pin210may be used to couple first arm208aand second arm208bto maintain alignment of wheel204during taxiing of aircraft102when on the ground. In various embodiments, axle214may be used to couple nose landing gear assembly200to tow truck104. In various embodiments, torque link pin210may be used as axle214, ensuring that the torque links are not engaged.

Nose landing gear assembly200may include one or more drag brace(s) such as drag brace206. In various embodiments, drag brace206may be located proximate an aft side of shock strut assembly202. In accordance with various embodiments, nose landing gear assembly200includes a nose-wheel steering system212. Nose-wheel steering system212is operably coupled to wheel204via shock strut assembly202. In this regard, and as described in further detail below, nose-wheel steering system212is configured to rotate shock strut assembly202, thereby adjusting the orientation of the wheel204and the taxiing direction of the aircraft102.

Referring now toFIG.3, a towing system300for use on an aircraft (e.g., aircraft102) is illustrated in accordance with various embodiments. Towing system300includes an aircraft avionics system302, a tow truck controller314, and an air traffic controller (ATC) controller320. Aircraft avionics system302may include a towing controller304and a transmitter312. Towing controller304includes a processor306, a memory308, and I/O309a,309b, . . .309n. Towing controller304receives input from signals310a,310b, . . .310n. Aircraft avionics system302and towing controller304may be examples of avionics110and towing system transmitter112, respectively, describe above with respect toFIGS.1A and1B.

Processor306may comprise one or more processors configured to implement various logical operations in response to execution of instructions, for example, instructions stored on a non-transitory, tangible, computer-readable medium. The one or more processors can be a general-purpose processor, a microprocessor, a microcontroller, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic device, discrete or transistor logic, discrete hardware components, or any combination thereof.

Memory308may store data, executable instructions, system program instructions, and/or controller instructions to implement the control logic of controller304. System program instructions and/or controller instructions may be loaded onto a non-transitory, tangible computer-readable medium (e.g., memory308) having instructions stored thereon that, in response to execution by a controller, cause the controller to perform various operations. The term “non-transitory” is to be understood to remove only propagating transitory signals per se from the claim scope and does not relinquish rights to all standard computer-readable media that are not only propagating transitory signals per se.

Towing controller304receives signals310a,310b, . . .310nfor processing. In various embodiments, towing controller304may receive signals310a,310b, . . .310nand data from avionics302. In various embodiments, towing controller304may receive signals310a,310b, . . .310nand data from other systems and subsystems on the aircraft (e.g., aircraft102). Signals310a,310b, . . . ,310ninclude signals from a parking brake sensor, a torque link sensor, and a nose wheel steering sensor. In various embodiments, signals310a,310b, . . . ,310nmay further include discrete signals (e.g., weight on wheels) and/or avionics bus communications information (e.g., engine status, flight phase, etc.) In various embodiments, signals310a,310b, . . . ,310nmay include any status and/or sensor information available on the aircraft. In various embodiments, a configuration file may be used to identity the sensors and/or signals from the aircraft to use to determine whether or not it is safe to tow the aircraft. Processor306may determine which inputs from signals310a,310b, . . . ,310nto process in based on the configuration file. Processor306receives signals310a,310b, . . . ,310nand determines a towing status based on the received signals310a,310b, . . . ,310n.

In various embodiments, towing controller304is connected to a display311to display the towing status. Towing controller304, and more specifically, processor306may send a signal indicating the towing status to be output and/or displayed by display311. In various embodiments, display311may be a liquid crystal display (LCD), one or more light emitting diodes (LED), or an LED display, among others. Display311may be located in a cockpit of the aircraft (e.g.,102) and be visible to trained personnel inside the cockpit.

Towing controller304, and more specifically processor306, may transmit the towing status to transmitter312for transmission any listening receivers (e.g., tow truck controller314and ATC controller320). In various embodiments, transmitter312may transmit the towing status using a wired communication protocol, as previously described. In various embodiments, transmitter312may transmit the towing status using a wireless communication protocol, as previously described. For ease of description, the transmitter312will be described below as using a wireless communication protocol.

Tow truck controller314includes a processor316and a receiver318. Receiver318may receive the towing status transmission from transmitter312(as indicated by line326a) and forward the towing status to processor316. As described above with respect toFIGS.1A and1B, processor316may be integrated into a tow truck (e.g., tow truck104). Processor316may send signals to a display and/or prevent the tow truck from operating in response to receiving a status indicating the aircraft is not ready to be towed. Processor316may send signals to a display and/or allow the tow truck to operate in response to receiving a status indicating the aircraft is ready to be towed.

ATC Controller320includes a processor322and a receiver324. Receiver324may receive the towing status transmission from transmitter312(as indicated by line326b) and forward the towing status to processor322. In various embodiments, ATC controller320may include a display indicating the towing status of the aircraft (e.g., aircraft102). In various embodiments, ATC controller320may receive the same transmission from transmitter312as tow truck controller314. In various embodiments, transmitter312may transmit a first signal to ATC controller320and a second signal to tow truck controller314.

In various embodiments, aircraft personnel, tow truck operators, and ATC personnel may additionally communicate via radios328a,328b,328c. In various embodiments, verbal communication between radio328aand radios328b,328cmay augment the towing status transmitted by transmitter312but not override the towing status. Accordingly, there is a reduction in human and/or communication error in determining the readiness of an aircraft for towing, resulting in fewer incidents and damages to the aircraft.

Similar to processor306, processor316and processor322may each comprise one or more processors configured to implement various logical operations in response to execution of instructions, for example, instructions stored on a non-transitory, tangible, computer-readable medium. The one or more processors can be a general-purpose processor, a microprocessor, a microcontroller, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic device, discrete or transistor logic, discrete hardware components, or any combination thereof.

Processor316and processor322may each further comprise memory to store data, executable instructions, system program instructions, and/or controller instructions to implement the control logic of processor316and processor322, respectively.

System program instructions and/or controller instructions may be loaded onto a non-transitory, tangible computer-readable medium having instructions stored thereon that, in response to execution by a controller, cause the controller to perform various operations. The term “non-transitory” is to be understood to remove only propagating transitory signals per se from the claim scope and does not relinquish rights to all standard computer-readable media that are not only propagating transitory signals per se.

Referring now toFIG.4, a method400for determining an aircraft's readiness to be towed is illustrated, in accordance with various embodiments. The steps of method400may be performed by a controller, or processor, such as, for example, aircraft controller320described above with respect toFIG.3. At block402, controller304receives inputs from the aircraft. In various embodiments, the inputs may include data from a parking brake sensor, a torque link sensor, and a nose wheel steering sensor, as previously described. In various embodiments, the inputs from the aircraft may further include weight on wheels information, engine status, flight phase, and/or any other available information or status provided by the aircraft. At block404, the controller304processes the received inputs to determine whether or not the aircraft is ready to be towed. In other words, controller304determines whether it is safe to tow the aircraft in response to the inputs received. At decision block406, if it is determined that it is not safe to tow the aircraft, method400proceeds to block408. At block408, controller304sets the tow status to not safe, indicating that the aircraft is not ready to be towed. At block410, controller304transmits the tow status to any listening receivers. Returning to decision block406, if instead it is determined that it is safe to tow the aircraft, method400proceeds to block412. At block412, controller304sets the tow status to safe, indicating that the aircraft is ready to be towed. Method400then proceeds to block410to transmit the tow status of the aircraft.

Referring now toFIG.5, a method500for communicating an aircraft's readiness to be towed is illustrated, in accordance with various embodiments. The steps of method500may be performed by a controller, or processor, such as, for example, aircraft controller320described above with respect toFIG.3. At block502, controller304reads a configuration file that identifies the inputs to be used to determine whether the aircraft is ready to be towed. In various embodiments, the inputs may include data from a parking brake sensor, a torque link sensor, and a nose wheel steering sensor, as previously described. In various embodiments, the inputs from the aircraft may further include weight on wheels information, engine status, flight phase, and/or any other available information or status provided by the aircraft. Using a configuration file reduces the number of changes to the tow system during installation in different aircraft, thereby improving portability of the tow system. At block504, controller304identifies available inputs from the aircraft based on the configuration file. At block506, the controller304processes the identified inputs to determine whether or not the aircraft is ready to be towed. In other words, controller304determines whether it is safe to tow the aircraft in response to the inputs received.

At decision block508, if it is determined that it is safe to tow the aircraft, method500proceeds to block510. At block510, controller304sets the tow status to safe, indicating that the aircraft is ready to be towed. At block512, controller304transmits the tow status to a tow truck receiver (e.g., tow truck controller314). In various embodiments, the tow truck receiver may be subscribed to receive status information. In various embodiments, the tow truck receiver may be wirelessly paired with controller304. At block514, controller304transmits the tow status to an air traffic controller (ATC) receiver (e.g., ATC controller320). In various embodiments, the ATC receiver may be subscribed to receive status information. In various embodiments, the ATC receiver may be wirelessly paired with controller304. Method500then returns to block506to continue monitoring the towing status. Returning to decision block508, if instead it is determined that it is not safe to tow the aircraft, method500proceeds to block516. At block516, controller304sets the tow status to not safe, indicating that the aircraft is not ready to be towed. Method500then proceeds to block512as described above.

Referring now toFIG.6, a method600for monitoring an aircraft's readiness to be towed is illustrated, in accordance with various embodiments. The steps of method600may be performed by a controller, or processor, such as, for example, tow truck controller314described above with respect toFIG.3. At block602, controller314connects to the aircraft's controller (e.g., controller304). In various embodiments, connecting to the aircraft controller may include subscribing to receive status information. In various embodiments, connecting to the aircraft controller may including wirelessly pairing with the aircraft controller to communicate. At block604, controller314receives a status message indicating the towing status of the aircraft. At decision block606, controller314determines whether the aircraft is ready to be towed. If it is determined that the aircraft is ready to be towed, method600proceeds to block608. At block608, controller314sets the towing status to ready. At block610, controller314enables the tow truck (e.g., tow truck104) to tow the aircraft. In various embodiments, enabling the tow truck may include permitting the tow truck to start up after connecting to the aircraft. At block612, controller314displays the towing status. In various embodiments, the towing status may be displayed on an LCD screen, one or more LEDs, or another medium. Method600then proceeds to block604to await transmission of the next status message.

Returning to decision block606, if instead, it is determined that the aircraft is not ready to be towed, method600proceeds to block614. At block614, controller314sets the towing status to not ready. At block616, controller314disables the tow truck (e.g., tow truck104). In various embodiments, disabling the tow truck may include preventing the tow truck from starting up after connecting to the aircraft. Method600then proceeds to block612.

Finally, it should be understood that any of the above-described concepts can be used alone or in combination with any or all of the other above-described concepts. Although various embodiments have been disclosed and described, one of ordinary skill in this art would recognize that certain modifications would come within the scope of this disclosure. Accordingly, the description is not intended to be exhaustive or to limit the principles described or illustrated herein to any precise form. Many modifications and variations are possible in light of the above teaching.