Patent Description:
In airports, collisions between ground support equipment (GSE) and aircrafts on the ground are a source for great damage and cost to the industry. In order to reduce the number of such collisions, the International Air Transport Association (IATA) has issued regulations, named IATA AHM <NUM>, requiring the installation of collision prevention systems in GSEs and imposing a limit on the maximal allowable ground speed of a moving GSE when approaching an aircraft.

IATA AHM <NUM> includes several main requirements:.

Compliance with AHM <NUM> regulations may be relatively easy to achieve utilizing technologies available today for prevention of collision of road vehicles, such as systems provided by Mobileye (https://www. com/ ), adaptive cruise control systems and/or technologies existing and/or developed for autonomous vehicles. While this seems to be the preferred solution for newly manufactured or modern GSE, the installation of such solutions in existing, or relatively old GSE, may not be technically possible, or may be too expensive. It is estimated that there are hundreds of thousands of such old GSE in the world, and as such, the ability to retrofit old GSE into compliance with changing regulations, has a clear and significant advantage.

Thus, there is a need in the art for a simple, inexpensive system and method for retrofitting "old" GSEs to comply with current IATA regulations, which system can be installed without the need for major changes in the GSE.

Reference is made to <CIT> which discloses a vehicle automatic control device for preventing accidents. The control device can prevent accidents effectively, comprises a vehicle speed sensor and a vehicle distance sensor, and further comprises an auxiliary brake actuator. The vehicle speed sensor is used for detecting the vehicle driving speed, the vehicle distance sensor is used for detecting the distance between the vehicle itself and a front vehicle, and the vehicle distance sensor and the vehicle speed sensor are both electrically connected with a central processor. The auxiliary brake actuator can drive a brake mechanism to move to brake. A brake controller controlling the moving of the auxiliary brake actuator is electrically connected with the central processor.

In accordance with the present invention, there is provided an adaptive brake control system for use in Ground Support Equipment (GSE) including a speed control system, as hereinafter set forth in Claim <NUM> of the appended claims.

Features of embodiments of the invention are set forth in the appended dependent claims.

The present invention will be understood and appreciated more readily from the following detailed description of the invention, taken in conjunction with the accompanying Figures in which:.

The principles of the inventive Adaptive Brake Control (ABC) system, and of methods of use thereof, may be better understood with reference to the drawings and the accompanying description.

In the context of the present application and claims, the term "GSE" refers to self-propelled ground equipment, self-propelled ground support equipment, and support vehicles.

In the context of the present application and claims, the term "grounded aircraft" relates to any aircraft touching the ground, regardless of whether it is parked or is in motion, and regardless of its mechanical or technical ability to take off.

Reference is now made to <FIG>, which is a schematic block diagram illustrating components of an ABC system <NUM> according to an embodiment of the invention.

Controller <NUM> is the center, or 'brains', of the system. Controller <NUM> is adapted to receive input from various sensors in the GSE, which may be integral sensors or sensors added during retrofit of the GSE, and to trigger one or more appropriate responses according to pre-set rules, as will be further detailed below. Typically, controller <NUM> includes a processor functionally associated with a computer readable storage medium. The storage medium stores instructions which, when executed by the processor, cause the processor to carry out actions which control the operation of the GSE as described herein. In some embodiments, controller <NUM> may also be functionally associated with a communication module, such as a transceiver, for receipt of communications or control signals from a remote location.

At least one distance sensor <NUM> is adapted to measure the distance between the GSE and external obstacles, such as a grounded aircraft toward which the GSE is moving. Distance sensor(s) <NUM> sends the measured distance, via a suitable communication channel, to controller <NUM>. Suitable types of distance sensors include laser sensors, LIDAR sensors, proximity sensors, and optical sensors (e.g. cameras). In some embodiments, multiple distance sensors <NUM> are installed at various locations or areas of the GSE, typically in locations or areas that are susceptible to encounter or collide with grounded aircraft.

A speed monitoring sensor <NUM> is adapted to measure the ground speed of the GSE, and to provide signals indicative of the measured ground speed to controller <NUM>. The speed monitoring sensor <NUM> may be an integral speed monitoring sensor of the GSE if such exists, or a speed monitoring sensor retroactively installed, or added onto, the GSE.

In some embodiments, controller <NUM> may compute the ground speed of the GSE based on a plurality of distance measurements of the distance sensor <NUM> and the time duration between subsequent measurements. In some cases, such a computation may be additional to identification of the speed by speed monitoring sensor <NUM>, and as a backup thereto. In other cases, the computation of the ground speed may replace the receipt of signals from a speed monitoring sensor, and speed monitoring sensor <NUM> may be obviated from system <NUM>.

Controller <NUM> is adapted to utilize information received from distance sensor <NUM> and speed monitoring sensor <NUM> to identify whether there is any hazardous or undesired situation occurring or about to occur, and to initiate an appropriate response according to a predetermined set of rules, preferably in compliance with IATA AHM <NUM> regulations, or with the relevant local regulations.

For example, when distance sensor <NUM> measures a certain distance to an external obstacle, such as a grounded aircraft, the appropriate maximal ground speed according to IATA regulation is calculated by controller <NUM> and compared to the data received from speed sensor <NUM>, or to a ground speed calculated based on information provided from distance sensor <NUM>, as explained above. If the measured speed is greater than the allowed maximal speed at the measured distance, controller <NUM> provides a trigger signal to a brake actuator <NUM>, for the brake actuator to induce application of a braking force sufficient to slow the GSE to the permissible or desired speed. While the GSE is slowing, controller <NUM> continues to monitor the ground speed of the GES as calculated or as measured by speed monitoring sensor <NUM>, and, if necessary, controller <NUM> provides signals to suitably adapt the applied braking force to the current speed of GSE.

Additionally or alternatively, controller <NUM> may also trigger an alarm, which may be a visual, vocal, sensory, or other alarm, perceivable by the operator of the GSE, to alert the operator that the GSE is currently moving too fast that proper measures need be taken, in addition to the automatic response of system <NUM>, to handle the situation. For example, the operator may partially release the accelerator or gas pedal, thereby to reduce speed and eliminate the need for continued application of the brakes. An alert or alarm may also, or alternatively, be provided to a remote control system (not shown) via a wireless communication system <NUM> preferably installed in the GSE. For example, the wireless communication system may include a WiFi interface, a cellular communication interface, such as using GSM, a Bluetooth connection, or a satellite based communication interface.

In some embodiments, wireless communication system <NUM> may be utilized to broadcast or otherwise transmit information about or from the system <NUM>, such as sensor readings, indications of events that had occurred, and the like, continuously, periodically, intermittently, or upon receipt of a suitable request for information.

In some embodiments, in response to identification of a hazardous or undesired situation, controller <NUM> may also activate warning signals, such as hazard blinking lights or a warning sound of the GSE in order to warn people and vehicles in the vicinity of the GSE.

In some embodiments, controller <NUM> is adapted to trigger an emergency stop of the GSE, as required by IATA regulations, such as if distance sensor <NUM>, or a dedicated collision sensor (not explicitly shown) which may be installed in a bumper of the GSE senses an actual collision.

In some embodiments, system <NUM> may further include a recorder <NUM>, adapted to record events and occurrences sensed or triggered by components of system <NUM>. In some such embodiments, the recorder continuously records all events. In other such embodiments, controller <NUM> initiates recording of events by recorder <NUM> only in certain situations, such as when a hazardous or undesired situation, e.g. over-speeding or suspected collision, is identified.

As required by IATA regulations, in the case of a suspected collision, controller <NUM> is adapted to trigger brake actuator <NUM> to apply the full braking force to completely stop and/or disable the GSE, which may also include stalling of the motor and/or disabling of hydraulic/pneumatic systems. In such embodiments, the brake will not be released, the motor will not be reactivated, the hydraulic/pneumatic systems will not be reactivated, and in general the GSE will not be reactivated/re-enabled until the operation of the ABC system is overridden by authorized or supervising personnel, for example utilizing a special dedicated key used in a dedicated keyhole on the GSE, or via secure remote access by a controlling system. In some such embodiments, the stopping of the GSE, and/or the release thereof, are recorded, for example by recorder <NUM>.

In some embodiments, system <NUM> is disabled, or is inoperative, when the GSE is moving at a speed greater than an upper threshold speed. For example, system <NUM> may be disabled when the GSE is travelling at a speed typically used on highways.

The present invention provides a mechanism for retrofitting a GSE to enable application of braking force, using the already existing controls and elements of the braking system with minimal changes to the GSE.

<FIG> shows an embodiment of a subsystem for gradual application of a braking force by applying force to the GSE's brake pedal.

In <FIG>, a brake pedal <NUM> is connected to a base <NUM> by a hinge, and base <NUM> is rigidly connected to GSE body <NUM> (schematically shown as a plate) as is known in the art of GSE. In accordance with an embodiment of the present invention, a rotary actuator <NUM>, which in some embodiments includes a motor and a corresponding gear, is connected to body <NUM>, in some embodiments by a rigid connection. An eccentric lever <NUM> is connected, at one end thereof, to rotary actuator <NUM>, such that motion and/or rotation of eccentric lever <NUM> is driven and controlled by rotation or motion of rotary actuator <NUM>. A roller, or cam follower, <NUM> is connected to the opposing end of eccentric lever <NUM> by a hinge that allows the roller <NUM> to freely rotate about its axis.

In use, during normal travel, eccentric lever <NUM> and roller <NUM> remain in their initial position, thereby ensuring that there is no interference in the normal operation of the brakes.

As shown in <FIG>, in use, when lever <NUM> is rotated in the direction illustrated by dashed arrow <NUM>, roller <NUM> is moved toward pedal <NUM>, while rotating about its own axis, and pushes pedal <NUM> towards body <NUM>, which in turn causes braking force to be applied to the GSE's wheels. When lever <NUM> is released and rotates in a direction opposed to that shown by arrow <NUM>, the pressure applied by roller <NUM> is released, thus decreasing the force applied to pedal <NUM>, and the braking force applied to the wheels. Rotation and release of lever <NUM> are controlled by operation of rotary actuator <NUM>, which in turn may be controlled by a computerized control system. In some embodiments the control system may be a dedicated control system, while in other embodiments, the control system may be the existing control system of the GSE, which is specifically modified or programmed for application of control signals to rotary actuator <NUM> at designated times, without necessitating the operator to take action in order to apply braking force, as explained in further detail hereinbelow with respect to Figures 10A to 10B.

It is a particular feature of the present invention and of the embodiment of <FIG>, that the implementation disclosed therein is fail-safe, and cannot interfere with normal function of the brake pedal or braking mechanism even if the ABC system were to malfunction.

Reference is now made to <FIG> and <FIG>, which together are a flow chart of a method of using systems of the invention to maintain operation of a GSE in accordance with IATA regulation.

Briefly, the vehicle speed as well as its distance from obstacles are constantly monitored, and the inventive system uses the monitored readings to identify problems according to preset rules, and responds based on identification of such problems.

The numeral values provided in the Figures, and in the description below, are used as distance and speed measures and are approximately the values set by the current IATA regulations. However, the scope of the invention is not limited to the specific numeric values described herein, and operation of the system using a similar logical flow and other values is considered within the scope of the present invention. For example, different numeric values may be chosen to comply with a change in the regulations, or if a different response is desired at a specific regime of speed or distance from obstacles.

As seen in <FIG>, initially, the inventive adaptive brake control system, as illustrated in <FIG>, is activated at step <NUM>. The activation of the system may occur manually or automatically, for example upon ignition of the engine of the GSE. Upon activation of the system, the distance and speed sensors (<NUM>, <NUM>, <FIG>) begin providing signals to the system controller (<NUM>, <FIG>). In some embodiments, the sensors provide signals continuously, or periodically at a predetermined sampling rate, the sampling rate being in the range of once every <NUM> millisecond to once every <NUM> milliseconds.

The system controller continuously processes the signals received from the distance and speed sensors.

At step <NUM>, the controller evaluates, based on the received signals, whether there is an obstacle within a first predetermined distance range from the GSE. For example, the first predetermined distance range is <NUM> to <NUM> meters. If at step <NUM> the controller identifies that there is no obstacle within the first predetermined distance range from the GSE, the system does not enforce any speed limitations at step <NUM>, and flow returns to step <NUM>, to continue evaluating the presence of an obstacle near the GSE.

Otherwise, if at step <NUM> it is determined that an obstacle is within the first predetermined distance range from the GSE, at step <NUM> the controller evaluates whether the current speed of the GSE exceeds a first predetermined speed limit. If the first predetermined speed limit has been exceeded, at step <NUM>, the controller causes the brake actuator (<NUM>, <FIG>) to apply the brakes or otherwise slow the GSE in order to stop the GSE from exceeding the first predetermined speed limit, and to return the speed of the GSE to be within the first predetermined speed limit, which is predetermined for the first distance range. For example, in some embodiments, the first predetermined speed limit is <NUM>/h. Application of the brakes and slowing of the GSE may utilize any of the mechanisms described hereinabove, and any other suitable mechanisms.

In some embodiments, the application of brakes at step <NUM> includes partial application of brakes, and re-evaluation of the speed of the GSE to determine whether it is still above the first predetermined speed limit and whether additional application of brakes is required.

At step <NUM>, the controller evaluates, based on the received signals, whether the GSE has moved sufficiently such that the obstacle is now within a second predetermined distance range from the GSE. For example, the second predetermined distance range is <NUM> to <NUM> meters. If at step <NUM> the controller identifies that there is no obstacle within the second predetermined distance range from the GSE, the flow returns to step <NUM>, for the system to continue ensuring that the GSE continue to travel at a speed beneath the first speed limit.

Otherwise, if at step <NUM> it is determined that an obstacle is within the second predetermined distance range from the GSE, at step <NUM> the controller evaluates whether the current speed of the GSE exceeds a second predetermined speed limit. If the second predetermined speed limit has been exceeded, at step <NUM>, the controller causes the brake actuator (<NUM>, <FIG>) to apply the brakes or otherwise slow the GSE in order to stop the GSE from exceeding the second predetermined speed limit, and to return the speed of the GSE to be within the second predetermined speed limit, which is predetermined for the second distance range. For example, in some embodiments, the second predetermined speed limit is <NUM>/h. Application of the brakes and slowing of the GSE may utilize any of the mechanisms described hereinabove, and any other suitable mechanisms.

At step <NUM>, the controller evaluates, based on the received signals, whether the GSE has moved sufficiently such that the obstacle is now within a third predetermined distance range from the GSE. For example, the third predetermined distance range is <NUM> to <NUM> meters. If at step <NUM> the controller identifies that there is no obstacle within the second predetermined distance range from the GSE, the flow returns to step <NUM>, and the system continues to ensure that the GSE is travelling at a speed slower than the second speed limit.

Otherwise, if at step <NUM> it is determined that an obstacle is within the second predetermined distance range from the GSE, at step <NUM>, the system determines whether, in spite of all the steps taken, a collision has occurred between the GSE and an obstacle, such as an aircraft.

If no collision has occurred, at step <NUM> the controller causes the brake actuator (<NUM>, <FIG>) to apply the brakes to fully stop the GSE before the GSE collides with the obstacle. Application of the brakes and slowing of the GSE may utilize any of the mechanisms described hereinabove, and any other suitable mechanisms.

Otherwise, if a collision has occurred, at step <NUM> the controller applies an emergency braking process for immediately fully stopping the GSE, and applies alerts to the operator of the GSE, or any other control and operation personnel, indicating that a collision has occurred, for example using the alarm (<NUM>, <FIG>).

As would be apparent to the person skilled in the art, in some embodiments, such as the embodiments illustrated in Figures 7A to <NUM>, application of brakes as mentioned in step <NUM> of Figure 10A and in step <NUM> of Figure 10B is replaced with a different action designed to decrease the speed of the GSE, as described hereinabove.

Claim 1:
An adaptive brake control system for use in Ground Support Equipment (GSE) including a speed control system comprising a brake pedal (<NUM>), the system comprising:
a distance sensor (<NUM>) adapted to measure a distance from an edge of the GSE to an external object;
a speed sensor (<NUM>) adapted to measure a ground speed of the GSE;
an actuator (<NUM>) adapted to cause the speed control system of the GSE to slow or stop the GSE; and
a controller (<NUM>), functionally associated with said distance sensor (<NUM>), said speed sensor (<NUM>), and said actuator (<NUM>), said controller adapted to receive inputs from said distance sensor (<NUM>) and said speed sensor (<NUM>), and, based on said received inputs, to trigger said actuator (<NUM>) to effect slowing or stopping of the GSE,
characterised in that
said actuator comprises:
a rotary actuator (<NUM>);
a lever (<NUM>) connected to said rotary actuator (<NUM>) , such that motion of said lever (<NUM>) is driven by rotation of said rotary actuator; and
a roller (<NUM>) connected to said lever (<NUM>) , such that said roller is rotatable about its axis,
wherein rotation of said rotary actuator (<NUM>) in a first direction causes corresponding rotation of said lever (<NUM>) and said roller (<NUM>), such that said roller, when mounted to the GSE, applies force to said brake pedal to slow motion of said GSE, and rotation of said rotary actuator in a second, opposing direction causes corresponding rotation of said lever and said roller in said second direction, such that said roller, when mounted to the GSE, relieves force from said brake pedal to enable acceleration of said GSE.