Patent ID: 12204331

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT(S)

Various embodiments of an aircraft collision system and method will now be described.

FIG.1is an overview of a typical push-back manoeuvre of an aircraft at an airport. An aircraft10is pushed back by a tow vehicle20along an approximate trajectory30away from the gate infrastructure40. Obstacles such as buildings or other tall structures50,52pose a collision risk with the aircraft.

The present aircraft collision system aims to reduce the probability of collisions between aircraft and obstacles while being pushed-back or towed on the ground, and to allow more flexibility in adapting to a specific airport and/or a variety of airplanes. The present system is not dependent on the presence of special airport or airplane infrastructure or devices. The system is known as the “Aircraft Ground Guard” or AGG, will be described below in more detail.

In a nutshell, the system is based on a self-propelled ground system (hereinafter called “SCOUT”) that is equipped with appropriate sensors, communication means and logic. Typically, but not necessarily, at least two SCOUTs are required in order to accomplish effective collision avoidance, as will be explained later.

The ‘SCOUT’ is a self-propelled autonomous vehicle (or ‘robot’) that has appropriate sensors and communication means.

FIG.2is a schematic of an apparatus (that is, a single SCOUT unit) for assisting with avoiding collisions during the push-back or towing of an aircraft. The apparatus100consists of a self-propelled platform110including at least one sensor120a,120b, an optional communications system130, and an optional control system140which typically includes a processor (not shown) and associate memory (not shown). A database (not shown) may also be provided, as discussed briefly below.

The communication system130can communicate with the driver screen (control system), and the command and control system (optional). The communication between the control system140and the sensor(s)120a,120bcan be unidirectional (as illustrated) but may alternatively be bi-directional, for example if the sensors are directional and/or moveable. The platform110may also include a visual beacon.

FIG.3is a more detailed schematic illustration of the apparatus ofFIG.2. The platform110of the SCOUT apparatus100includes a multi-directional propulsion system112, and has sensors including a scanning sensor122, at least one ‘looking up’ sensor124(and preferably several), with an approximately cone-shaped coverage126(though other sensor configurations are of course possible, including more horizontally arranged sensors and sensors providing closer to 360 degree coverage). The communication means130is also shown (in part).

Preferably the SCOUT apparatus has some or all of the following characteristics and capabilities:1. Move in all directions, such as for example the following device: http://www.srtechnics.com/news/press-releases/2018/02/robots-driving-innovation-at-sr-technics/)(caterpillar). Other mechanisms can be used as well, such as wheeled skid-steered vehicles (e.g. U.S. Pat. No. 6,854,539), for example, and all steerable wheeled vehicles.2. Ability to position itself at the required strategic point under the aircraft (using sensors to identify the edge of the wing or tail of the aircraft)3. Ability to define a safe zone around the aircraft4. Ability to identify an object entering the safety zone5. Ability to alert Ground Support Equipment (GSE) operator6. Ability to return to “base” when the operation is finished7. Preferably, at least one SCOUT is employed for the AGG (and ideally at least two). In the case where more than one SCOUT is provided, preferably during Phase 1 (setup) each SCOUT seeks a different edge of the aircraft. Having two or more SCOUTs positions under the different edges of the aircraft allows for a simple and easy creation of a safety zone, for example by drawing virtual straight lines between the SCOUTs to form the border of the safety zone.

Examples of sensors that are suitable for use as the SCOUT's sensors are (1) the O3M 3D sensor system commercially available from IFM ELECTONIC GMBH Friedrichstrasse 1 45128 Essen, Germany (www.ifm.com) or (b) 4D imaging sensors commercially available from VAYYAR Ltd. 3 Avraham Giron, Yehud 5621717 Israel (vayyar.com). In one embodiment, ‘chameleon eye-like’ sensors are used for the SCOUT (for details, see for example the device disclosed in Proceedings of the 4th European Conference of the International Federation for Medical and Biological Engineering vol. 22 pp. 1672-1675, 2008. Other examples of sensors which can be used include PTZ cameras, FLIR blackfly S, Zed 2 stereo camera, 3D lidar Velodyne HDL-32e, and infrared cameras of various types.

The SCOUT sensors are preferably selected and configured so as to enable the following:Autonomous driving between the GSE (deployment vehicle) and strategic points under the aircraft (without hitting the aircraft, other equipment around the aircraft, or personnel)Identifying the edges of the guarded aircraft (wings or tail)Create a safe zone around the edges of the aircraftIdentify objects entering the safe zoneWork in severe weather conditions

Appropriate sensors include visual sensors, Lidar (Light Detection and Ranging) sensors, Laser devices, Radar devices, Cameras, proximity sensor and the like. The sensors (with the ‘assistance’ of the logic in the SCOUT's processor/computer) are configured to recognize the perimeter of the aircraft, or at a minimum to recognize its extreme edges, such as the end of the aircraft wings or tail; and to explore the surrounding and the inner area (behind engines and fuselage) of the aircraft for potential obstacles. The sensors may be rigidly attached to the SCOUT, or installed on a revolving structure to allow 360 degree scanning, or on a pivot, and so on.

Preferably, the sensors of the SCOUT are capable to ‘look up’ (in the cone126ofFIG.3) in order to identify the circumference of the aircraft and in particular to identify edge points of the aircraft (such as wings and tail).

In the preferred embodiment, the SCOUT apparatus is constructed such that if it accidentally tackles an aircraft tyre, or is run over by the aircraft, it will not cause a puncture to the tyre. This is accomplished, for example, by making a substantial proportion of the structure of the SCOUT out of soft/compressible materials and covering the hard (e.g. metal) material with a protective cover, thus avoiding direct contact between the hard part of the apparatus and the aircraft tyre. Preferably gears in the device are made of plastic material such as Delrin.

Communication means allows the SCOUT to receive and send messages and commands from and to the towing vehicle/GSE operator (when there is such); to the aircraft pilot; and to a remote command and control centre.

FIG.4is a perspective view of the apparatus (SCOUT device) ofFIGS.2and3, showing one specific embodiment of the device.

FIG.5is a schematic of an aircraft collision avoidance system200(AGG) using at least one apparatus100(SCOUT device) as shown inFIGS.2to4. The system200includes a carrier250, which can be attached to another device (such as a GSE vehicle), or can be a static stand-alone unit, or can be a stand-alone self-propelled device (and may also perform the functions of a GSE; that is, it may replace a conventional GSE). The carrier250in this case includes a first and second SCOUT apparatus100a,100b, but may include only one, or many. The apparatus may include a charging module.

FIGS.6A to6Eare illustrations of the system ofFIG.5in more detail, as attached to a tow vehicle (GSE). A preferred configuration of the AGG includes one GSE vehicle that carries at least two SCOUTs (but the system is workable with only one device, or more, as discussed above).FIG.6demonstrates an exemplary embodiment showing a GSE carrying 3 SCOUTs on top of the GSE vehicle.

FIG.7is an illustration of an alternative embodiment ofFIG.5as attached to a tow vehicle. In this example, the SCOUT units are carried on the rear of the vehicle, to keep them more out of the way and to keep them closer to the ground for ease of deployment. In a further embodiment (not shown), the SCOUT units and carrier are disposed on the side of the vehicle. Other arrangements, and combinations thereof, are of course possible. SCOUTs may also be carried by multiple carriers and/or on multiple GSE vehicles.

A typical and non-limiting scenario will now be described with reference to one SCOUT, but it will be appreciated that the task can be divided between two or more SCOUTS working as a work group.

In a first phase (Phase 1—‘SETUP’), at least one SCOUT is brought to the proximity of the aircraft that is to be maneuvered in the airport (for example, to push-back). The SCOUT uses its sensors to identify or ‘image’ the perimeter of the aircraft and create a virtual safety zone, according to pre-set parameters. The SCOUT may be equipped or connected to a database of aircraft data. In such case, identifying the location of a few points in the aircraft (for instance the edge of the wings) will provide the SCOUT enough information to ‘draw’ the safety zone perimeter of the aircraft.

The SCOUT also scans the surroundings of the aircraft to identify potential obstacles as well as the areas behind the engines within the perimeter of the aircraft. The SCOUT may be doing the above activity while being in the same place (‘locked’ position) or during movement (for example, going around the aircraft in a way that resembles a sheep dog). Once this operation is finished—a ‘go’ is given to the tow tractor driver and/or the communication/command centre to start push back.

In a second phase (Phase 2—“ON THE MOVE”) during push back, the SCOUT continues its activity in a manner similar to that undertaken in the first phase except that it is now done ‘on the fly’. During this phase the SCOUT keeps a “safe zone” around the aircraft, and if this zone is breached it will immediately notify all relevant stakeholders and preferably keeps record of each “event” (for example using the same or preferably a different database to that used for the aircraft shape data. The event database should preferably also be stored in the control center). A SCOUT in ‘locked’ position will follow the airplane while staying at the same location relative to the airplane as set during Phase 1.

In a third phase (Phase 3—“END OF MISSION”), once the aircraft comes into position, following a notification from the tow truck driver and/or from a communication centre, the SCOUT drives itself away from the aircraft either to a location where it will not interfere with the aircraft's planned movement; to its next ‘mission’ (the next airplane); or to a storage location (on or off the pushback/tow truck/ground support equipment [GSE], as is shown inFIGS.6A to6E).

In the preferred embodiment, the GSE in charge of towing/pushing of the aircraft will carry the SCOUTs to and from the mission area. In a different embodiment, a separate carrier vehicle carries several ‘satellite’ SCOUTS to the location of the aircraft.

To use multiple SCOUTs, the main elements are essentially the same as in the description above. Preferably at least two SCOUTs are employed for the AGG. In such case, preferably during Phase 1, each one of the SCOUTs seeks a different edge of the aircraft. Each of the SCOUTs can be brought (or driven/pushed) from their carrier while being guided by an operator, or optionally move autonomously from their storage (such as the SCOUT carrier on a GSE) to the desired location. Having two or more SCOUTs positions under the different edges of the aircraft allows for simple and easy creation of a safety zone. The definition of the safety zone (also referred to here as virtual safety zone) can be defined for instance by drawing virtual straight lines among the SCOUTs to form the border of the safety zone; by using a database of airplane perimeters to draw a more ‘accurate’ safety zone; and/or by complying with the local airport definition of required distances from obstacles. When defining the safety zone, the physical environment where maneuvering should take place is determined (for example the distance between airport gates, and the planned route). The virtual safety zone can also be dynamic and change while the aircraft is being maneuvered.

In the normal/preferred mode of operation, once in place, each one of the SCOUTs ‘locks’ its position relative to the edge of the aircraft and sends a ‘go’ to the operator/command-control centre. From that point on, until the end of the task, the SCOUT moves in order to stay in ‘locked position’ while looking around for obstacles. In an alternative mode of operation, as discussed above, the SCOUTs can process around the aircraft as it moves (or otherwise), to improve the coverage of the sensors.

In this present embodiment, SCOUTs may send individual ‘go’ signals to the controller, but the controller will not send a ‘go’ signal to the towing operator unless all SCOUTs have sent the ‘go’ signal. If any SCOUT loses position (or experiences any other error or alert condition), it sends a message indicating that it is not in a ‘go’ state, and that is propagated in turn to the operator.

In the present embodiment, there are two levels of control: (i) a local control group (referred to as a ‘team’ of SCOUTS) operated by a local controller (typically in the form of a single control panel, though multiple control panels are possible), comprising all of the SCOUTS that are assigned (dynamically or statically as appropriate) to an aircraft being pushed back; and (ii) a global control group (referred to as a ‘control center’) that is able to monitor several ‘teams’ being active in the airport. Typically the control center defers control of the SCOUTS to the local controllers/control groups, but is able to take control if needed.

The assignment of SCOUTS to an aircraft can be dynamic or static, and can be carried out locally by the local controller, or globally, by the global controller. In a smaller system, the global controller may not be provided, and the assignment is carried out locally (if dynamic) or not at all (if static). In a larger system, the assignment is typically carried out by the global controller, for example to manage a resource of SCOUTS that may be smaller in number than the number of SCOUTS required for all gates in total, and thus require careful dynamic management to match supply with demand.

Thus, ordinarily a local controller (in the form of a control panel, which may be attached to or part of a GSE vehicle, provided as an app in a phone or other mobile or fixed computing device, or any other vehicle or fixed or mobile entity) will coordinate the ‘go’ signals, and will optionally communicate with the global controller (if present) either to inform of the current status, or to seek confirmation of the current status, and so on. In some variants, the global controller (in the form of a control centre) will coordinate the ‘go’ signals to and from the individual SCOUTS.

Some of the requirements in location at the edge of the aircraft (end of wing or end of tail) are (in a preferred embodiment, though in variants, the use of sensors may differ):

1. The SCOUT will identify the end of the wing by an optic sensor/radar sensor.

2. Optionally the SCOUT analyzes the contour of the aircraft and processes the sensor data in accordance with an algorithm to identify the end of the wing/tail in relation to the aircraft.

3. Optionally, the SCOUT differentiates between right and left wing and drives to the correct wing according to its role in the system. The role may be statically assigned, or dynamically assigned during the operation.

4. The SCOUT uses location data, sensor data and/or commands from a controller to differentiate between the aircraft that needs to be guarded and other aircrafts in the vicinity of the guarded aircraft.

5. The SCOUT may use pre-defined database of aircraft to identify the end of the wing/tail.

FIG.8is an illustration of the system ofFIGS.5and6A to6Ein use with an aircraft. In this figure, 3 SCOUTs100a,100b,100care shown arranged relative to the edges of the aircraft10. The GSE20is also shown.

During Phase 2 (e.g. during push back), all SCOUTs remain in position relative to the edges in the airplane (which means that they are moving when the plane is moving), while ‘watching’ using their sensors whether there is any obstacle (static or moving) within the safety zone created in Phase 2. If an obstacle is identified, an alert is sent (or a stop order) preferably to all pre-defined stakeholders. Optionally, at least one of the SCOUTs is equipped with a video camera filming the surrounding and broadcasting it to the operator or control centre (this option, is of course feasible also for a single SCOUT). Stakeholders may include, but are not limited to: a control centre; the aircraft's pilot (or other personnel in the cockpit); and the GSE driver. An alert may also be sent by an SMS, e-mail communication, sounding an alarm or illumination of a beacon on the GSE and/or the SCOUT, and so on.

In Phase 3, using two or more SCOUTs follows essentially the same process as described above for one SCOUT.

FIG.9is a diagram illustrating a centralised version of the system ofFIGS.5,6A to6E and8. Here, a plurality of GSEs20a,20beach has a Operator's control panel810and carrier devices250a,250brespectively are shown monitored and optionally controlled by a single Monitor and Control centre70, which may in turn be in communication with the control tower430or other airport system coordinating the push-back of aircraft from gates, and optionally camera feeds420and the like from airport cameras, allowing an overview of the general situation as well as an alternative view of individual push-back operations. SCOUTs101a,101b,102a,102bare preferably controlled via Operator's Control Panel810and optionally directly by Monitor and Control System70. It is possible to combine the present system with previous manual observation processes, for example, though it is envisaged that this is not necessary.

FIG.10is a flowchart illustrating the main elements of a typical operation of the system ofFIGS.5,6A to6E and8in more detail.

Step1000marks the starting of the operation of the AGG system. Typically, it is an instruction to the GSE driver to push back a certain aircraft.

In Step1002Operator activates the GSE and drives it to the proximity of the aircraft

In Step1004Operator deploys SCOUT(s). Several modes are depicted:The operator releases the scouts from their parking location (in the airport or on the carrying vehicle) so they move autonomously to strategic location under the aircraft, while avoiding ground obstacles on their way. Strategic location as referred herein means location under the aircraft for performing SCOUT ‘mission’ as detailed above—typically—wing ends/aircraft tail.The operator drives each SCOUT using a remote control to a strategic location under the aircraft.The operator manually places each SCOUT in strategic locations under the aircraft.

Connecting the GSE to the aircraft in order to allow towing/push back can be done before step S1004or after performing step S1004or during step S1014as described below.

In step S1006each SCOUT position (or ‘locks’) itself in the precise strategic position

Step1008is a check point for verifying whether SCOUT have found the precise strategic position and ‘locked’ its location.If it is indicated that SCOUT was not successful in locking itself in position in Step S1010an indication is sent to operator that SCOUT(s) is/are unable to lock on aircraft ends. In such case operator may perform a correcting action (try to position in strategic position and check lock again) or return SCOUTs (automatically/manually) to starting point.If ‘lock’ was achieved—in Step S1012an indication to operator that SCOUTS are in positions and locked on aircraft ends is sent.

In step1014Operator starts push back/towing process (if it was not done yet, connects the GSE to the aircraft in order to allow push back/towing).

Push back/towing is ongoing with the SCOUTs monitoring as explained above. If at step S1018any of the SCOUTs identifies a ‘threatening’ obstacle or any penetration into safety zone the following is done in step S1020:

In Step1020, triggered by an identification of penetration to the safety zone by any one of the SCOUTS at least one of the following is done: (i) audio/visual alert to the driver of the GSE (ii) Audio/visual alert to area around aircraft (e.g. siren sound, revolving yellow light) (iii) Audio/Visual alert to command and control software. In response to any of these alerts operator must stop push-back/towing and inspect the surroundings in order to define (alone or with the assistance of airport personnel) the proper way to handle the event. It should be stressed that during this time, the SCOUT system preferably continues to monitor the area for (additional) safety threats. When the alert situation is cleared, the towing process restarts at step S1014(or at any other appropriate step).

If no alert was sent in step S1018and then in step S1022push back/towing process is completed by operator (i.e aircraft arrives at the desired location/position) and operator retunes SCOUTs to their parking position (on the carrying vehicle or in the airport as explained previously).

In step S1024operator disconnects GSE from aircraft and terminates push-back/towing process.

It will be appreciated that a range of commands may be received by the SCOUT unit and acted upon in a predefined fashion. Commands that may be acted on may include (but are not limited to): move to a defined location; lock in a desired position relative to an aircraft; disembark from a carrier; embark on a carrier; sense in a defined direction; sense for a defined object; sense for a defined type of object; provide a status report; produce an audio alert, produce a visual alert; transmit an alert via the communications system; carry out a self-test; activate; and deactivate.

As described above, the system is able to function usefully with only one SCOUT apparatus. However, it will be appreciated that an aircraft is relatively large compared to a GSE vehicle or SCOUT unit, and has a shape that makes it difficult to monitor potential obstacles from a single viewpoint, or even a plurality of viewpoints that are static. It will be appreciated that the problems of avoiding collisions when pushing-back or towing an aircraft on the ground are quite unique to that environment. The provision of multiple SCOUT apparatuses and the movement of a SCOUT apparatus around the perimeter of an aircraft while it is itself in motion are two (potentially complementary) solutions that were found to provide a surprising improvement to collision detection in this environment.

In more general terms, and to be taken as not overriding or contradicting anything stated above, in a further embodiment there is provided an aircraft collision avoidance system for use during towing or push-back of an aircraft while on the ground comprising: a self-propelled platform; at least one sensor attached to said platform, configured to sense potential obstacles; a communication system attached to said platform for communication with at least one of a command center, the aircraft being towed of pushed back and a vehicle towing or pushing the aircraft. At least one sensor may be configured to sense contour edges of said aircraft. The system may further comprise a processor for processing signals received from said at least one sensor. Said at least one sensor may be a visual sensor, and/or a LIDAR sensor and/or a Radar sensor, and/or a chameleon eye like sensor. The system may further comprise a computerized data base. The system may be configured to avoid damage to the aircraft tyre.

In a further generalised embodiment there is provided an aircraft collision avoidance system for use during towing or push-back of an aircraft while on the ground comprising: at least two SCOUTs; a carrier configured to carry said at least one SCOUT; wherein said at least one SCOUT comprises: a self-propelled platform; at least one sensor attached to said platform, configured to sense potential obstacles; a communication system attached to said platform for communication with at least one of a command center, the aircraft being towed of pushed back, a vehicle towing or pushing the aircraft and said aircraft collision avoidance system. Said carrier may be self-propelled. Said carrier is adopted to tow or push an airplane. Said at least one sensor may be configured to sense contour edges of said aircraft. The system may further comprise a processor for processing signals received from said at least one sensor. Said at least one sensor may be a visual sensor, and/or a LIDAR sensor and/or a Radar sensor, and/or a chameleon eye like sensor. The system may further comprise a computerized data base. The system may be configured to avoid damage to the aircraft tyre.

In another generalised embodiment there is provided a method of reducing risk of an aircraft collision with an obstacle during push back or towing, the method comprising providing a system according to either of the two preceding embodiments, and bringing at a first SCOUT to a position below a first edge of said aircraft contour. The method may further comprise bringing a second SCOUT to a position below a second edge of said aircraft contour. Identification of said first edge may be made utilizing said at least one sensor or first SCOUT. Identification of said first edge and second edge may be made utilizing said at least one sensor or first SCOUT and at least one sensor of said second SCOUT respectively. The method may further comprise providing a “go” notification. The method may further comprise locking at least one of said first SCOUT and second SCOUT in position relative to said first and second edge of said aircraft respectively. The method may comprise defining a safety zone. At least one of first SCOUT and second SCOUT may stay in said respective locked position during push back or towing of said aircraft. At least one of said first SCOUT and second SCOUT may monitor for presence of an obstacle within said safety zone. The method may further comprise sending a notification following identification of said presence of said obstacle. Said notification may be at least one of a sound, an image, an image of said obstacle and a command. At least one of said SCOUTs may be in communication with at least one of a towing vehicle/GSE, a communication center and a towing vehicle driver. The method may further comprise returning each one of said SCOUTs to a storage position upon completion of said towing or push-back of aircraft.

Other appropriate permutations of these embodiments, for example combining features of these embodiments with features of any other, are of course possible. It will be appreciated that further modifications may be made to the invention, where appropriate, within the spirit and scope of the claims.