Airport vehicle having an Anti-collision system and method for operating a vehicle having an Anti-collision system

Abstract

AIRPORT VEHICLE HAVING AN ANTI-COLLISION SYSTEM AND METHOD FOR OPERATING A VEHICLE HAVING AN ANTI-COLLISION SYSTEM. The invention relates to an airport vehicle having an anti-collision system and a method for operating the vehicle, wherein the vehicle comprises a distance sensor, a 3D sensor system comprising two individual 3D sensors, a brake activation system arranged to activate the vehicle's braking system, a visual operator indication system, and an anti-collision processing system to control the visual indication system as a result of parameters identified from said distance sensor and said 3D sensors, and to control the brake activation system depending on the parameters identified, such that when a predefined minimum distance is identified by the distance sensor, the visual indication system and said brake activation system are activated, and when the 3D sensor detects a part of the aircraft,The visual indication system and / or the aforementioned brake activation system is activated, where the brake activation system is arranged to control the vehicle's braking system independently of any control or activation of the vehicle's traction system.

Description

1 / 21 Airport vehicle having an anti-collision system and method for operating a vehicle having an anti-collision system. TECHNICAL FIELD

[001] The present invention relates to an airport vehicle having an anti-collision system and a method for operating a vehicle having an anti-collision system. More specifically, the present invention relates to a ground support vehicle and a method for preventing ground support vehicles from accidentally colliding with an aircraft in the airline industry. BACKGROUND OF THE INVENTION

[002] In the airline industry, flight delays are a major problem, impacting passengers, airport operations, and the airline, and are costly for both the airport and the airline. Such delays can be caused by a number of factors, such as weather, passengers, air traffic restrictions, or technical problems.

[003] In particular, technical problems can result in the aircraft being grounded for a longer period, which is extremely costly for the airline. Therefore, a wide range of measures are taken in order to monitor and maintain the aircraft's operating conditions, thus minimizing the risks of technical problems.

[004] However, technical problems can also occur unintentionally from ground support personnel or equipment that does not meet prescribed support standards and procedural operations. A large number of aircraft technical problems thus result from human error by ground support personnel and, especially, from human error by personnel operating ground support vehicles such as loaders, including belt loaders, conveyors, such as Petition 870220025941, dated 03 / 25 / 2022, page 84 / 120 2 / 21 loading platforms for loading containers, catering vehicles, etc.

[005] Ground support vehicles are located close to the parked aircraft, and a small mistake on the part of the vehicle operator could cause an accidental collision between the ground support vehicle and the aircraft.

[006] Especially belt loaders, which are vehicles with long conveyor belts on the arms / bars for loading and unloading baggage and cargo to / from the aircraft, where the conveyor belt needs to be precisely positioned on the sill of the aircraft hold door (baggage compartment) during operation, can cause collisions between the belt arm and the aircraft body when the belt arm is maneuvered into or out of position by the operator. The belt arm must be guided into and out of a position where the front of the belt arm is positioned at a predefined distance from the aircraft, such that baggage and cargo can be loaded / unloaded.

[007] Such a maneuver by ground support vehicles involves great operator skill and involves a number of ground support teams assisting in visually guiding the operator towards the aircraft without any collision occurring.

[008] The earliest state-of-the-art systems, such as known belt loaders, comprise in their most basic embodiments some type of collision bumpers made from relatively soft material, such as rubber, and acting as a collision damper.

[009] Other more recent types of systems designed to prevent collisions between ground support vehicles and a parked aircraft comprise distance sensors placed on the ground support vehicle to Petition 870220025941, dated 03 / 25 / 2022, page 85 / 120 3 / 21 Detect the distance to the aircraft. When the ground support vehicle approaches the aircraft, the distance is measured by sensors and, according to a pre-determined distance, signaling devices such as warning lights inside the operator's cabin are activated, allowing the operator to decelerate the vehicle, or the detection devices are coupled to the vehicle's traction system, thus reducing the approach speed. The signaling devices are located inside the cabin, making it impossible for the operator to observe the signaling devices and maintain focus on the approach towards the aircraft. Such systems are disclosed in, for example, EP2433870.

[010] These systems, however, are not entirely fail-safe, as they are only intended to regulate the vehicle's traction system, which is still in motion when it is near / very near the aircraft. Known systems regulate the vehicle's traction system, for example, by regulating the hydrostatic transmission or by regulating the gear transmission.

[011] As known systems comprise only distance sensors, the operator receives no indicative guidance on approaching the vehicle to the correct docking position and correct distance from the aircraft, and as only the vehicle's traction system is adjusted, complete braking of the vehicle cannot be ensured.

[012] Furthermore, the known systems are expensive to implement, as they are incorporated into the vehicle's drive system and therefore very complicated to retrofit in already used vehicles.

[013] It is an objective of the present invention to provide an anti-collision system in which the immediate stopping of the vehicle is ensured, regardless of the operation of the vehicle's traction system.

[014] It is also an objective of the invention to provide an anti-collision system that can be easily retrofitted and where the operator receives visual guidance when Petition 870220025941, dated 03 / 25 / 2022, page 86 / 120 4 / 21 Operate the vehicle in the loading and / or unloading position.

[015] Yet another objective of the invention is to provide an anti-collision system in which the operator can observe the signaling devices and observe the aircraft when the vehicle approaches.

[016] The above objectives and advantages, together with numerous other objectives and advantages, which will become apparent from the description of the present invention, are in accordance with a first aspect of the present invention obtained by:

[017] An airport vehicle having a traction system and an anti-collision system to prevent a collision between the vehicle and an aircraft when the vehicle approaches the aircraft and part of the vehicle is approaching around the vicinity of the aircraft to a baggage loading / unloading position / discharge position, the anti-collision system comprising: • a distance sensor to detect a distance parameter between a front end of the vehicle and the aircraft; • a 3D sensor system, comprising two individual 3D sensors, each 3D sensor being arranged to detect parameters from different parts of the aircraft and / or vehicle, such as the left and right sides of the cargo hold door frame and the front end of the vehicle; • a brake activation system designed to activate the vehicle's braking system with a given braking force; • a visual operator indication system, comprising a series of indicator lights for visual guidance of a vehicle operator when maneuvering the front end into or out of the loading / unloading position; • an anti-collision processing system to control the system of Petition 870220025941, dated 03 / 25 / 2022, page 87 / 120 5 / 21 visual indication as a result of parameters detected from the distance sensor and 3D sensors and to control the brake activation system, depending on the parameters detected, such that when a predefined minimum distance is detected by the distance sensor, the visual indication system and the brake activation system are activated, and when the 3D sensor detects a part of the aircraft, the visual indication system and / or the brake activation system is activated and wherein the brake activation system is arranged to control the approach speed by continuously controlling the vehicle's brake system independently of any control and activation of the vehicle's traction system, in such a way that a vehicle's approach speed is controlled independently of any control and activation of the traction system by an operator.

[018] The system according to the invention is economical to retrofit on a ground support vehicle after manufacture. Due to the arrangement of the brake activation system bypassing the vehicle's traction system, just about all types of ground support vehicles can be retrofitted with the anti-collision system. A skilled operator can thus control only the vehicle's throttle when approaching the aircraft as the anti-collision system controls the vehicle's braking system, whereby operating time is saved.

[019] Compared to the known state of the art, which discloses complicated systems that control the vehicle's traction system and are therefore complicated and expensive to retrofit, the present invention is defined by an anti-collision system that, completely independent of any traction system control, is capable of controlling and stopping the vehicle in order to avoid any collision.

[020] The airport vehicle can be any type of vehicle Petition 870220025941, dated 03 / 25 / 2022, page 88 / 120 6 / 21 airport, including conveyors, such as loading platforms for container loading and catering vehicles; but may, in a preferred embodiment, be a belt loader.

[021] The distance sensor is preferably an ultrasonic sensor that uses a transducer to send and receive ultrasonic pulses that relay information about the proximity of the aircraft and, as such, is known in the automotive industry, but may include other types of proximity sensors known to those skilled in the art.

[022] 3D sensors are preferably arranged as “time-of-flight camera” (ToF) 3D sensors, which is a high-precision distance mapping and 3D imaging technology where depth sensors emit a very short pulse of infrared light and each pixel of a camera sensor measures the return time. The 3D (ToF) sensor thus uses infrared light (lasers invisible to the human eye) to determine depth information about the aircraft. The sensor emits a light signal, which hits the aircraft and returns to the sensor. The time it takes for the light pulses to return is then measured and provides depth mapping capabilities.

[023] In a preferred embodiment, the 3D sensor comprises such sensors (ToF) in which a lower part emits infrared light pulses and an upper camera sensor receives the returned pulses. The emitter and receiver may be arranged as separate elements or as a single unit.

[024] Each sensor is positioned near the front end of the vehicle to detect different parts of the aircraft, respectively. In the preferred embodiment, one of the 3D sensors detects the position of the left side of the cargo hold door frame relative to the front end of the vehicle, and the other 3D sensor detects the position of the right side of the cargo hold door frame. Petition 870220025941, dated 03 / 25 / 2022, page 89 / 120 7 / 21 basement door in relation to the front end of the vehicle. The anti-collision system is a two-type sensor system combining the capabilities of each sensor type into a single cooperative sensor system.

[025] The operator's visual indication system comprises a light indication system having a series of light-emitting indicators, such as LEDs, for signaling towards the operator. The visual indication system in a preferred embodiment comprises a series of light-emitting indicators suitable for indicating the vehicle's position, at least in the forward direction, reward direction and both lateral directions and, therefore, in the preferred embodiment comprises four light-emitting indicators. However, another number of light-emitting indicators suitable for displaying information from the four directions that may be used may be used.

[026] The anti-collision processing system is arranged to control the visual indication system as a result of the parameters detected from the distance sensor and the 3D sensors and to control the brake activation system, depending on the parameters detected. The processing system combines the information detected from the two independent sources into a signal controlling the brake activation system and the visual indication system.

[027] According to a further embodiment of the first aspect of the invention, the braking system comprises a brake pedal that can be manually controlled by the operator by setting a manual braking force, the braking system being activated by the braking force given or by the manual braking force, whichever is greater.

[028] The vehicle's braking system is arranged in such a way that the eventual braking force to stop the vehicle is defined by the force of Petition 870220025941, dated 03 / 25 / 2022, pp. 90 / 120 8 / 21 braking given either by manual braking force or by the force applied manually, whichever is greater.

[029] Compared to the known state of the art, this has the technical effect that the brake activation system can be overridden by the operator if the manual braking force is greater than the given braking force. The same applies to the manual braking force, which is overridden by the given braking force if the given braking force is greater than the manual braking force. This has the technical advantage that both the operator and the anti-collision system can override each other and emergency brake the vehicle if one of the braking forces is not sufficient to stop the vehicle.

[030] According to a further embodiment of the first aspect of the invention, the anti-collision system further comprises a wheel alignment detection arrangement, having a wheel position sensor, to detect the directional position of the vehicle's wheels, the anti-collision processing system being arranged to control the brake activation system and the visual indication system based on information from the wheel alignment detection arrangement, such that the brake activation system is activated when the wheels are not properly aligned with a longitudinal direction of the vehicle.

[031] The anti-collision system in another preferred embodiment comprises wheel alignment sensor(s) arranged in connection with the front wheels (steering wheel), to detect the direction of the wheels in relation to the longitudinal direction of the vehicle. When the vehicle moves away from the aircraft, it is crucial that the steering wheel is aligned with the longitudinal direction of the vehicle. When the vehicle, for example, a belt loader, is used, the front end of the belt arm extends a distance into the aircraft hold and, when moving away from the aircraft, the belt arm would swing. Petition 870220025941, dated 03 / 25 / 2022, pp. 91 / 120 9 / 21 to both sides and would collide with the aircraft door frame if the steering wheel is not aligned.

[032] If the wheel position sensors detect that the steering wheel is not properly aligned with the longitudinal direction of the vehicle, the brake activation system is activated and the vehicle brakes are applied independently of the vehicle's traction system. This ensures that any unintentional action by the vehicle operator will not result in a collision.

[033] According to another embodiment of the first aspect of the invention, the 3D sensors are arranged on opposite sides of the distance sensor and / or on opposite sides of the front end of the vehicle.

[034] In order for the sensor system to detect 3D information from the aircraft and, especially, 3D information from the opening in the aircraft hold, the two 3D sensors are arranged on opposite sides of the front end of the vehicle. In an embodiment where the vehicle is a belt loader, each 3D sensor is arranged on opposite sides of the front end of the belt arm. Thus, it is possible for the 3D sensor system to detect the position of the left and right sides of the hold door frame.

[035] According to an alternative and preferred embodiment of the first aspect of the invention, one or preferably both 3D sensors are arranged at a distance from the front end of the vehicle, such as on top of the operator's cabin. One of the 3D sensors is directed towards the front end of the vehicle to primarily detect the front end, and the other 3D sensor is directed towards the front end to primarily detect parameters of different parts of the aircraft.

[036] In the preferred mode, the two 3D sensors are arranged Petition 870220025941, dated 03 / 25 / 2022, page 92 / 120 10 / 21 near the operator's cabin, such as on top of the cabin, one to primarily detect the front end of the vehicle and the other to primarily detect aircraft parts. Thus, distance mapping and 3D imaging of the front end and aircraft are captured relative to a known position on the vehicle, at a distance from the front end. In another embodiment, one 3D sensor is placed on top of the operator's cabin to primarily detect the front end of the vehicle and the other is placed on the front end to primarily detect aircraft parts.

[037] The arrangement of the 3D sensors according to the preferred mode results in a more precise and comprehensive distance mapping and 3D image of both the aircraft and the front end. Since the precise position of the 3D sensors on the vehicle is known, both the distance between the aircraft and the front end and the distance between the front end and the 3D sensors can be measured. Thus, with a simple technical solution based on only two 3D sensors, a comprehensive mapping of the main parts of the vehicle, including the front end of the belt arm, and the aircraft can be made.

[038] According to a further embodiment of the first aspect of the invention, the visual indication system is arranged at the front end of the vehicle and in a line of sight between the vehicle operator and the front end.

[039] In order for the vehicle operator to be able to operate the vehicle in a simple and fail-safe manner when approaching the aircraft, like a conveyor belt loader where the front end of the belt arm must be guided precisely into and out of the aircraft hold, the visual indication system is arranged at the front end of the vehicle and in a line Petition 870220025941, dated 03 / 25 / 2022, page 93 / 120 11 / 21 of vision between the vehicle operator and the front end. Thus, the operator is able to concentrate on maneuvering the belt arm in relation to opening the aircraft's cargo hold and, at the same time, since the visual indication system is positioned in the line of sight, receive visual guidance from the indication system without losing focus.

[040] According to a further embodiment of the first aspect of the invention, the visual indication system is arranged close to one of the 3D sensors.

[041] According to a further embodiment of the first aspect of the invention, the visual indication system comprises a series of indicators to emit a light pattern towards the operator, which light pattern indicates which way the operator must turn the steering wheel in order to align them with the vehicle.

[042] Compared to the known state of the art, where an operator receives no guidance as to the operation of the steering wheel, the visual indication system allows the operator to correct the position of the steering wheel relative to the aircraft, such that the brake activation system is disengaged from or prevented from engaging the braking system based on information from the wheel alignment detection arrangement.

[043] According to a further embodiment of the first aspect of the invention, the anti-collision processing system is arranged outside the operator's cab and preferably at the rear end of the vehicle.

[044] The processing system is preferably located outside the operator's cab and more preferably at the rear of the vehicle, in such a way that the system is economical to retrofit, and located away from most of the vehicle's moving parts, such as the conveyor arm, thus making maintenance of the processing system easier. Petition 870220025941, dated 03 / 25 / 2022, pp. 94 / 120 12 / 21 is more effective.

[045] According to a further embodiment of the first aspect of the invention, the airport vehicle anti-collision system further comprises a second visual indication system disposed outside the operator's cabin and arranged to signal to personnel on the surrounding ground the operating status of the anti-collision system, such as brake activation system activated, deactivated and activated.

[046] In order for the ground support vehicle's surroundings to be aware of the operational status of the anti-collision system, the vehicle comprises a second visual indication system preferably located above and behind the operator's cabin. Thus, the second visual indication system can signal whether the anti-collision system is not activated, activated, or if a collision has occurred between the vehicle and the aircraft. The different status indications can be signaled by different colors, for example, the indication medium is off if the anti-collision system is off; the color of the indication medium is green if the system is activated, yellow if the operator uses a deactivation button to deactivate the brake system, and red if a collision occurs.

[047] According to another embodiment of the first aspect of the invention, the brake activation system is arranged as a retrofitted brake activation system that is mounted on the vehicle's existing brake system.

[048] According to a further embodiment of the first aspect of the invention, the brake activation system is arranged as a brake pedal activation mechanism including a mechanically, hydraulically, pneumatically or electrically activated cylinder, which is disposed between the rear of the operator's brake pedal and the vehicle chassis, such that the brake pedal re-equipping mechanism is subsequently re-equipped Petition 870220025941, dated 03 / 25 / 2022, pages 95 / 120 13 / 21 does not interfere with the manual operation of the brake pedal.

[049] The brake activation system is, in a more preferred embodiment, a retrofitted activation system that is mounted on the vehicle's existing brake system. The brake activation system is in a basic embodiment arranged as a brake pedal activation mechanism, such as a cylinder, including a mechanically, hydraulically, pneumatically or electrically actuated cylinder, which is arranged, for example, between the rear of the operator's brake pedal and the vehicle chassis. This arrangement has the technical effect that the brake activation and the entire anti-collision system are easy to install in a retrofitting process and thus economical in terms of labor. Furthermore, vehicles already employed at an airport can thus be fitted with the defined anti-collision system.

[050] The brake activation system may, in an alternative embodiment, be arranged in parallel with the operator brake system, such that the brake activation system acts directly with the brakes on each steering wheel.

[051] According to a second aspect of the present invention, the above objectives and advantages are achieved by:

[052] A method for operating a vehicle having a traction system and an anti-collision system comprising the following steps: • provide a vehicle having an anti-collision system according to the invention, • when the vehicle is approaching the aircraft, continuously detecting a distance between the front end of the vehicle and the aircraft with the distance sensor, • when the vehicle is approaching the aircraft, detecting Petition 870220025941, dated 03 / 25 / 2022, pp. 96 / 120 14 / 21 continuously two different parts of the aircraft, such as the left and right sides of the hold door frame, with the aforementioned 3D sensor system, • activate the visual indication system when the 3D system detects that the two different parts of the aircraft are outside a predefined position relative to the front end of the vehicle, and • activate the visual indication system and the brake activation system when the distance sensor detects a minimum distance between the front end of the vehicle and the aircraft, the brake activation system being arranged to control the vehicle's brake system independently of any control or activation of the vehicle's traction system.

[053] According to another embodiment of the second aspect of the invention, the method further comprises the following steps: • provide a vehicle according to the invention, • activate the visual indication system and the brake activation system when the wheel alignment detection arrangement senses that the wheels are not substantially aligned with a longitudinal direction of the vehicle, and • the visual indication system indicating to the operator a direction of wheel maneuvering in a direction substantially aligned with the longitudinal direction of the vehicle, before deactivating the brake activation system. Fig. 1 shows a perspective view of an airport vehicle. Fig. 2 shows a perspective view of an airport vehicle. Fig. 3 shows a perspective view of a visual indication system. Fig. 4 shows a perspective view of a second visual indication system. Fig. 5 shows a perspective view of part of the operator's cabin. Fig. 6 shows a perspective view of a main embodiment of a Petition 870220025941, dated 03 / 25 / 2022, page 97 / 120 15 / 21 anti-collision system.

[054] The present invention will now be described in more detail below with reference to the accompanying drawings, in which exemplary embodiments of the invention are shown. The invention can, however, be carried out in different forms and should not be interpreted as limited to the embodiments set forth in the present invention. Instead, these embodiments are provided so that this disclosure is thorough and complete, and fully conveys the scope of the invention to those skilled in the art. Similar reference numbers refer to similar elements throughout. Similar elements will not be described in detail with respect to the description of each figure.

[055] Fig. 1 shows a perspective view of an airport vehicle 10 having an anti-collision system. The vehicle 10 is illustrated as a typically self-propelled belt loader 10 and will be defined in the following detailed description of embodiments of the invention as a belt loader 10.

[056] The 10-belt loader is designed to deliver bulk cargo and baggage to the aircraft hold and comprises a longitudinal 24-belt arm, also defined as a stringer, which is fitted with a main conveyor belt to carry the cargo and baggage into the aircraft. The 24-belt arm can have various lengths and can thus vary from a few meters up to 9-10 meters suitable for reaching the door sills of higher-level aircraft. A typical 10-belt loader can reach approximately five meters in height.

[057] The belt loader 10 comprises a rear end and a front end 22, the front end 22 of which in the illustrated embodiment is defined as the most forward part of the belt arm 24. A Petition 870220025941, dated 03 / 25 / 2022, pp. 98 / 120 16 / 21 front end 22 comprises a second conveyor belt for engaging the cargo floor of the aircraft hold and can be rotated relative to the larger main conveyor belt.

[058] The belt loader 10 comprises an anti-collision system having a distance sensor (shown in Fig. 2) for measuring the distance between the forward end 22 of the belt loader 10 and the aircraft; a 3D sensor system comprising a left 3D sensor 14 and a right 3D sensor 16 (shown in Fig. 2) for detecting the position of the door sill on the sides of the hold door frame relative to the forward end 22 of the belt loader 10. The anti-collision system further comprises a visual indication system 18, which in the illustrated embodiment is disposed in the same housing as the left 3D sensor 14. The left 3D sensor 14 and the visual indication system 18 may, however, be disposed as separate elements. It is through a preferred embodiment that the visual indication system 18 is disposed in the operator's line of sight and therefore preferably in the vicinity of the forward end 22 of the belt arm and connected to it.

[059] The visual indication system 18 comprises a series of light emission indicators 20'-20'''', pointing towards the operator for visual guidance of the operator in the direction of the belt loader 10 in response to the parameters detected from the distance sensor 12 and the 3D sensors 14,16.

[060] The anti-collision system is controlled by a processing system 30, which processes the information / parameters received from sensors 12, 14, 16 and compares this information with predefined parameters, such as minimum distance to the aircraft hold and maximum deviation of the door frame location from the forward end 22. The processing system 30 continuously signals the information. Petition 870220025941, dated 03 / 25 / 2022, pp. 99 / 120 17 / 21 processed via the visual indication system 18, such that the operator receives visual information from the light-emitting indicators 2ü'-20 at any time. Such visual information may be a green light when a minimum distance is not present or the forward end 22 is aligned with the opening in the aircraft hold. The visual information may thus be a red light when a minimum distance is reached and / or if the forward end 22 is not properly aligned with the opening in the aircraft hold.

[061] In addition, the belt loader is equipped with a brake activation system (see fig. 6), which in a basic embodiment comprises a brake pedal activation mechanism, such as a cylinder (ref. 28, fig. 6), including a mechanically, hydraulically, pneumatically or electrically activated system, which is arranged, for example, between the rear part of the operator's brake pedal and the belt loader chassis 10. The brake activation system is connected to the processing system 30 and is activated when the minimum distance or maximum deviation described above is reached, thus preventing any collision between the front end 22 and the aircraft.

[062] The belt loader 10 further comprises a wheel alignment detection arrangement (not shown) having a wheel position sensor to detect the directional position of the wheels of the belt loader 10. When moving the belt loader 10 away from the aircraft, it is crucial that the steering wheel is aligned with the longitudinal direction of said belt loader 10; otherwise, the front end 22 will swing inward toward the aircraft.

[063] The wheel alignment detection arrangement is thus connected to processing system 30, which signals to the visual indication system to visually inform the operator that the wheels are not Petition 870220025941, dated 03 / 25 / 2022, pp. 100 / 120 18 / 21 properly aligned and if the operator starts to reverse without aligning the wheels, the brake activation system is activated and the brakes (brake pedal 26, fig. 6) of the belt loader 10 are engaged. The brake activation system is incorporated into the vehicle, independent of the vehicle's traction system, being a low-cost system to install in the retrofit process and can be installed on basically any type of ground support vehicle, regardless of the type of traction system used.

[064] In order for the other ground crew to be aware of the status of the anti-collision system, the belt loader 10 comprises a second visual indication system 32, arranged above and behind the operator, to signal different colors depending on the status of the system, for example the second visual indication system 32 is off when the anti-collision system is off; the color is green when the anti-collision system is activated and no collision has occurred, yellow if the operator uses a bypass button to bypass the brake activation system and red when a collision has occurred.

[065] Fig. 2 shows a perspective view of the front end of the belt loader 10. The distance sensor 12 is shown located at the frontmost part of the front end 22 and in the center thereof.

[066] The left 3D sensor 14 and the right 3D sensor 16 are shown arranged on opposite sides of the front end 22 and each 3D sensor 14,16 comprises a lower 3D sensor emitter 14',16', which emits the infrared light pulses and an upper 3D sensor receiver 14,16, which receives the returned infrared light pulses.

[067] Fig. 3 shows a perspective view of the visual indication system 18, which is shown having four indicator lights 20'-20'''', each indicator being arranged to display several colors, preferably three colors, such as green, yellow and red. Petition 870220025941, dated 03 / 25 / 2022, pages 101 / 120 19 / 21

[068] If the anti-collision system is switched off, all four 20'-20 indicators are switched off.

[069] If the anti-collision system is on and all four indicators 20'-20'''' are green, the belt loader 10 can continue to operate.

[070] If one of the 20'-20 indicators turns yellow, the belt loader is heading towards an obstacle that will eventually get too close to that side of the yellow light. The top 20' indicator symbolizes the front end 22, the left and right 20''', 20'''' indicators symbolize the left and right sides of the front end 22.

[071] If the operator does not attempt to exit the yellow indicator state, the yellow indicator(s) will turn red and the brake activation system will be triggered, causing the belt loader 10 to stop. For the operator to continue, a cancel button (ref. 36 - fig. 5) would have to be activated.

[072] When the belt loader reaches a correct coupling position, the 20'-20''' indicators will signal an intermittent pattern towards the operator.

[073] When belt loader 10 is being reversed away from the aircraft and the wheels are aligned, all four indicators will be green. If the wheels are not aligned and the front end 22 is less than 2 meters from the aircraft, the brake activation system will be activated and belt loader 10 will stop. Here, three indicators will turn red and one will turn green, the green indicator light of which travels around all four indicators 20'-20'''' in a circle to indicate which way the operator should turn the steering wheel in order to align them.

[074] Although specific movement patterns and light colors have been described in relation to the visual indicator system 18, a person skilled in the art, when presented with the above description, would recognize that any color and / or Petition 870220025941, dated 03 / 25 / 2022, pages 102 / 120 A 20 / 21 light pattern that would give the same effect could be incorporated.

[075] Fig. 4 shows a perspective view of a second visual indication system 32 and clearly illustrates the second visual indication system 32 being positioned above and behind the operator.

[076] Fig. 5 shows a perspective view of part of the operator's cab. The figure shows the operator's cab being fitted with a hold button 34, which the operator must press in order to activate the anti-collision system. The operator's cab also includes a cancel button 36, which must be pressed if the processing system has activated the brake activation system. If the belt arm is raised, the anti-collision system will be activated automatically.

[077] Fig. 6 shows a perspective view of a main embodiment of an airport vehicle having an anti-collision system. The figure shows a sensor system 14, 16, including the distance sensor 14 and the 3D sensors 16, but is, for simplicity, illustrated as a single sensor. The figure also shows the visual indication system 18 and the processing system 30 being connected in parallel with the sensors 14, 16 and the indicator system 18.

[078] The figure also shows a brake pedal activation mechanism illustrated as a brake cylinder connected to the vehicle's brake pedal 28 and the brake pedal activation mechanism being connected to the processing system. All components of the anti-collision system are installed inside the vehicle independently of any vehicle traction system.

[079] The following is a list of the reference signs used in the detailed description of the invention and the drawings referred to in the detailed description of the invention. Airport vehicle Proximity sensor Petition 870220025941, dated 03 / 25 / 2022, pages 103 / 120 21 / 21 Left 3D sensor 14' Left 3D sensor emitter Left 3D sensor receiver Right 3D sensor 16' Right 3D sensor emitter 16'' Right 3D sensor receiver Visual indication system 20' Upper indicator (Ui) 20'' Lower indicator (Li) 20''' Left indicator (Law) 20''' Right indicator (Ri) Front end Belt arm / stringer Brake pedal Brake cylinder Processing system Second visual indication system Hold button Cancel button Third visual indication system Petition 870220025941, dated 03 / 25 / 2022, pp. 104 / 120

Claims

1 / 6 CLAIMS 1. Airport vehicle (10), comprising a traction system and an anti-collision system to prevent a collision between said vehicle (10) and an aircraft, when said vehicle (10) is approaching said aircraft and part of said vehicle (10) is approaching around the vicinity of said aircraft to a baggage / cargo loading / unloading position, said anti-collision system comprising: • a distance sensor (12) to detect a distance parameter between a front end (22) of said vehicle (10) and said aircraft; • a 3D sensor system, comprising two individual 3D sensors (14), each 3D sensor (14) being arranged to detect parameters of different parts of said aircraft and / or said vehicle (10),such as the left and right sides of the aircraft cargo compartment door frame and the front end (22) of said vehicle (10); • a brake activation system arranged to activate the braking system of said vehicle (10) with a given braking force; • an anti-collision processing system (30) to control said visual indication system (20') as a result of said parameters detected from said distance sensor (12) and said 3D sensors (14) and to control said brake activation system depending on said detected parameters, such that, when a predefined minimum distance is detected by said distance sensor (12), said visual indication system (20') and said brake activation system are activated, and when said 3D sensor (14) detects a part of the aircraft,the aforementioned visual indication system (20') and / or the aforementioned brake activation system is activated and wherein the aforementioned brake activation system is arranged to control the aforementioned approach speed by continuously controlling the aforementioned brake system of the aforementioned vehicle (10) independently of any control and activation of the traction system of the aforementioned vehicle (10), such that an approach speed of the aforementioned vehicle (10) is controlled independently of any control and activation of the aforementioned traction system by an operator, characterized in that the airport vehicle further comprises: • an operator visual indication system (20'), comprising a series of indicator lights (Ui, Li, Lei,Ri) for visual indication guiding a vehicle operator in maneuvering said front end (22) when entering or exiting said loading / unloading position; wherein said anti-collision system further comprises a wheel alignment detection arrangement, having a wheel position sensor, to identify the directional position of the wheels of said vehicle (10), said anti-collision processing system (30) being arranged to control said brake activation system and said visual indication system (20') based on information from said wheel alignment identification arrangement, such that said brake activation system is activated when said wheels are not aligned with a longitudinal direction of said vehicle (10), and said visual indication system (20') comprises a series of indicators (Ui, Li, Lei, Ri) to emit a light pattern towards the operator,in which light pattern indicates how the operator should turn the steering wheels so that they are aligned with the vehicle (10)., 2. Airport vehicle (10), according to claim 1, characterized in that said braking system comprises a brake pedal (26) manually controllable by said operator which establishes a manual braking force, said braking system being activated by said said braking force or by said manual braking force, whichever is greater.

3. Airport vehicle (10), according to claim 1 or 2, characterized in that said visual indication system (20') is disposed at said front end (22) of said vehicle (10) and in a line of sight between said vehicle operator and said front end (22).

4. Airport vehicle (10), according to any one of claims 1 to 3, characterized in that said visual indication system (20') is disposed close to one of said 3D sensors (14).

5. Airport vehicle (10), according to any one of claims 1 to 4, characterized in that said 3D sensors (14) are arranged on opposite sides of said distance sensor (12) and / or on opposite sides of said front end (22) of said vehicle (10).

6. Airport vehicle (10), according to any one of claims 1 to 5, characterized in that one or preferably both of said 3D sensors (14) are disposed at a distance from said front end (22) of said vehicle (10), such as on top of an operator's cabin, one of said 3D sensors (14) being directed towards said front end (22) of said vehicle (10) for detection primarily of said front end (22) and the other of said 3D sensor (14) being directed forward of said front end (22) for detection primarily of parameters of different parts of said aircraft.

7. Airport vehicle (10), according to any of the Petition 870260081632, dated 13 / 08 / 2026, p. 14 / 24 4 / 6 claims 1 to 6, characterized in that said anti-collision processing system (30) is disposed outside the operator's cabin and preferably at the rear end of said vehicle (10).

8. Airport vehicle (10), according to any one of claims 1 to 7, characterized in that said vehicle (10) is a conveyor belt loader having a belt arm (24), said distance sensor (12) being disposed at the front end of said belt arm (24) and said 3D sensors (14) being disposed at said front end of said belt arm (24) and on opposite sides thereof.

9. Airport vehicle (10), according to any one of claims 1 to 8, characterized in that it further comprises a second visual indication system (32) disposed outside said operator's cabin and being disposed to signal to ground crew in the surrounding vicinity the operating status of said anti-collision system, such status as activated, deactivated and brake activation system activated.

10. Airport vehicle (10), according to any one of claims 1 to 9, characterized in that said brake activation system is arranged as a retrofitted brake activation system that is mounted on the vehicle's existing brake system (10).

11. Airport vehicle (10), according to claim 10, characterized in that said brake activation system is arranged as a brake pedal activation mechanism (26) including a mechanically, hydraulically, pneumatically or electrically activated cylinder, which is arranged between the rear of the operator's brake pedal (26) and the vehicle chassis (10), such that said activation mechanism of the refitted brake pedal (26) does not interfere with manual operation of said brake pedal (26).

12. Method for operating a vehicle (10) having a traction system and an anti-collision system, comprising the following steps: • providing a vehicle (10), defined in any of claims 1 to 11, • when said vehicle (10) is approaching said aircraft, continuously detecting a distance between said front end (22) of said vehicle and said aircraft with said distance sensor (12), • when said vehicle (10) is approaching said aircraft, continuously identifying two different parts of the aircraft, such as the left and right sides of the aircraft cargo compartment door structure with said 3D sensor system,characterized by the fact that the method further comprises the following steps: • activating said visual indication system (20') when said 3D system identifies said two different parts of the aircraft being outside a predefined position relative to said forward end (22) of said vehicle (10), and • activating said visual indication system (20') and said brake activation system when said distance sensor (12) identifies a minimum distance between said forward end (22) of said vehicle (10) and said aircraft, said brake activation system being arranged to control said approach speed by continuously controlling said brake system of said vehicle (10) independently of any control and activation of the traction system of said vehicle (10),such that an approach speed of said vehicle (10) is controlled independently of any control of said traction system by an operator., 13. Method for operating a vehicle (10), according to claim 12, characterized in that it comprises the following steps: • activating said visual indication system (20') and said brake activation system when said wheel alignment detection arrangement identifies that said wheels are not aligned with a longitudinal direction of said vehicle (10); and • said visual indication system (20') indicating to said operator a direction of maneuver of said wheels in a direction aligned with said longitudinal direction of said vehicle (10), before deactivating said brake activation system. Petition 870260081632, dated 13 / 08 / 2026, p. 17 / 24

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