An airport vehicle having a collision avoidance system and a method for operating an airport vehicle having a collision avoidance system

Abstract

The invention relates to an airport vehicle with a collision avoidance system and a method for operating the vehicle. The vehicle comprises a distance sensor, a 3D sensor system comprising two independent 3D sensors, a brake activation system arranged for activating the braking system of the vehicle, an operator visual indication system, and a collision avoidance processing system for controlling the visual indication system in dependence of sensing parameters from the distance sensor and the 3D sensors, and for controlling the brake activation system in dependence of the sensing parameters, such that the visual indication system and the brake activation system are activated when a predetermined minimum distance is sensed by the distance sensor, and the visual indication system and / or the brake activation system are activated when an aircraft part is sensed by the 3D sensors; wherein the brake activation system is arranged to control the braking system of the vehicle independently of any control or activation of the drive train of the vehicle.

Description

TECHNICAL FIELD

[0001] The present invention relates to an airport vehicle with a collision prevention system and a method for operating a vehicle with a collision prevention system. More specifically, the present invention relates to a ground support vehicle and a method for preventing an unintended collision of a ground support vehicle with an aircraft in the aviation industry. BACKGROUND

[0002] In the aviation industry, flight delays are a major problem, which affects passengers, airport operations and airlines, and causes severe losses for both airports and airlines. Such delays can be caused by a variety of factors, such as weather, passengers, air traffic restrictions or technical problems.

[0003] In particular, technical problems can cause the aircraft to be parked for a longer time, which is extremely costly for the airlines. Therefore, a large number of measures are implemented to monitor and maintain the working condition of the aircraft, thereby minimizing the risk of technical problems.

[0004] However, the occurrence of technical problems can also be due to unintentional errors by ground support personnel, or due to equipment that does not comply with the prescribed support standards and procedures. Therefore, a large number of technical problems of the aircraft are due to human errors by individuals in the ground support work, in particular due to human errors by individuals in the ground support vehicle (e.g. loaders, including belt loaders, transporters, such as cargo platforms for loading containers, catering vehicles, etc.) work.

[0005] The ground support vehicle approaches the parked aircraft, and a slight error in the judgment of the vehicle operator can lead to an unintended collision between the ground support vehicle and the aircraft.

[0006] In particular, a belt loader is a vehicle with a long conveyor belt on an arm / hoist, to load / unload luggage and cargo onto / from the aircraft, wherein during operation the conveyor belt needs to be positioned exactly at the threshold of the aircraft hold (luggage compartment). The belt loader can cause a collision between the arm and the aircraft body when the arm is maneuvered by the operator into or out of position. The arm has to be guided to a position in which its front part is arranged at a predetermined distance within the aircraft, and out of said position, so that luggage and cargo can be loaded / unloaded.

[0007] Such a maneuver of the ground support vehicle involves a high level of operator skill, and involves a number of ground support personnel to assist in visually guiding the operator towards the aircraft without any collision occurring.

[0008] Older prior art systems, such as known belt loaders, comprise in the most basic embodiment some collision buffers arranged of a relatively soft material, such as rubber, and serve as a collision damper.

[0009] Other more recent types of systems arranged for preventing collisions between ground support vehicles and parked aircraft comprise distance sensors arranged on the ground support vehicle and for sensing the distance to the aircraft. When the ground support vehicle approaches the aircraft, the distance is measured by the sensors and, according to a predetermined distance, a signalling device, for example a light in the cabin, gives a warning so that the operator can slow down the vehicle or couple a sensing device to the drive train of the vehicle, thus reducing the approach speed. The signalling device is arranged in the cabin, which makes the operator not observe the signalling device and concentrate on approaching the aircraft. Such a system is disclosed, for example, in EP2433870.

[0010] However, these systems are not completely safe, since they only regulate the drive train of the vehicle, so that, when the vehicle approaches the aircraft / is very close to the aircraft, the vehicle is still moving. The known systems regulate the drive train of the vehicle, for example by regulating the hydrostatic transmission or by regulating the gear transmission.

[0011] Since the known systems only comprise the distance sensors, the operator does not receive indicative guidance in approaching the vehicle to the correct parking position and to the correct distance with respect to the aircraft, and since only the drive train of the vehicle is regulated, it cannot be guaranteed that the vehicle is completely stopped.

[0012] Furthermore, the known systems are expensive to implement, since they are incorporated into the drive train system of the vehicle and, therefore, the modification of the vehicle already in use is very complex. SUMMARY

[0013] One purpose of the present application is to arrange a collision prevention system that guarantees the immediate stop of the vehicle, independently of the operation of the drive train of the vehicle.

[0014] Another purpose of the present application is to arrange a collision prevention system that can be easily retrofitted and that the operator receives visual guidance when operating the vehicle to the loading position and / or from the loading position.

[0015] Another purpose of the present application is to arrange a collision prevention system in which, when the vehicle approaches, the operator can observe both the signalling device and the aircraft.

[0016] The above purposes and advantages, as well as many other purposes and advantages that will become apparent from the description of the present application, are obtained according to the present application by the following steps:

[0017] An airport vehicle having a drivetrain and an anti-collision system for preventing a collision between the vehicle and an aircraft, the anti-collision system comprising:

[0018] • a distance sensor for sensing a distance parameter between a front end of the vehicle and the aircraft;

[0019] • a 3D sensor system comprising two separate 3D sensors, each 3D sensor being arranged for sensing parameters of different parts of the aircraft and / or the vehicle, such as left and right door sides of an aircraft hold door frame, and the front end of the vehicle;

[0020] • a brake activation system for activating the vehicle's brake system with a given brake force;

[0021] • an operator visual indication system comprising a plurality of light indicators for visually indicating to a vehicle operator to maneuver the front end into or out of the loading / unloading position;

[0022] • an anti-collision processing system for controlling the visual indication system in dependence of sensed parameters from the distance sensor and the 3D sensors, and for controlling the brake activation system in dependence of the sensed parameters, such that the visual indication system and the brake activation system are activated when a predetermined minimum distance is sensed by the distance sensor, and the visual indication system and / or the brake activation system are activated when aircraft parts are sensed by the 3D sensors, 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 drivetrain, such that the approach speed of the vehicle is controlled by the operator independently of any control and activation of the drivetrain.

[0023] The system according to the present invention is cost-effective to retrofit to ground support vehicles after manufacturing. Due to the arrangement of the brake activation system bypassing the drivetrain of the vehicle, only all types of ground support vehicles can be retrofitted with the anti-collision system. Thus, when the anti-collision system controls the vehicle brake system, the person skilled in the art can only control the throttle of the vehicle when approaching an aircraft, thereby saving operating time.

[0024] In contrast to known prior art, which discloses complex systems for controlling the drivetrain of the vehicle, the retrofit is thus complex and costly, the present invention is defined by the anti-collision system, which is completely independent of any control of the drivetrain, capable of controlling and stopping the vehicle to avoid any collision.

[0025] The airport vehicle can be any type of airport vehicle, including for example transport vehicles for loading cargo platforms with containers and catering vehicles, but in a preferred embodiment can be a belt loader.

[0026] The distance sensor is preferably an ultrasonic sensor, which uses a transducer to send and receive ultrasonic pulses, which relay information back on the proximity of the aircraft, and as known in the automotive industry, but can include other types of proximity sensors known to the person skilled in the art.

[0027] The 3D sensor is preferably arranged as a 3D "time of flight" sensor (ToF), which is a highly accurate distance mapping and 3D imaging technology, in which a depth sensor emits very short pulses of infrared light, and each pixel of a camera sensor measures the return time. The 3D sensor (ToF) thus uses infrared light (laser 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 of the light pulse bounce is then measured and provides depth mapping capabilities.

[0028] In a preferred embodiment, the 3D sensor comprises such a (ToF) sensor, in which the lower part emits the infrared light pulses, while the upper camera sensor receives the bounced pulses. The emitter and receiver can be arranged as separate elements or as a single unit.

[0029] Each sensor is arranged proximate to the front end of the vehicle to sense different parts of the aircraft, respectively. In a preferred embodiment, one of the 3D sensors senses the position of the left side of the aircraft holder door frame relative to the front end of the vehicle, and the other of the 3D sensors senses the position of the right side of the aircraft holder door frame relative to the front end of the vehicle. Thus, the anti-collision system is a two-type sensor system that combines the capabilities of each sensor type into a single cooperative sensor system.

[0030] The operator visual indication system comprises a light indication system with a plurality of light emitters, such as LEDs, for sending signals to the operator. The visual indication system in a preferred embodiment comprises a plurality of light emitters adapted to indicate the position of the vehicle in at least a forward direction, a rearward direction and two side directions, thus comprising four light emitters in a preferred embodiment. However, other numbers of light emitters suitable for displaying information of the four directions can be used.

[0031] The anti-collision processing system is arranged to control the visual indication system in dependence of sensing parameters from the distance sensor and the 3D sensor, and to control the brake activation system in dependence of the sensing parameters. The processing system combines sensing information from two independent sources into a signal controlling the brake activation system and the visual indication system.

[0032] According to a further embodiment of the first aspect of the invention, the brake system comprises a brake pedal manually controllable by an operator establishing a manual brake force, the brake system being activated by either of the given brake force or the manual brake force, whichever is the greatest.

[0033] The brake system of the vehicle is arranged such that the final brake force for braking the vehicle is defined by either the given brake force or the manual brake force, whichever is the greatest.

[0034] This has the technical effect that the brake activation system can be overridden by the operator if the manual brake force is greater than the given brake force, and likewise for the manual brake force if the given brake force is higher than the manual brake force, the manual brake force is overridden by the given brake force. This has the technical advantage that if one brake force is not enough to stop the vehicle, the operator and the anti-collision system can override each other and emergency brake the vehicle.

[0035] According to a further embodiment of the first aspect of the invention, the anti-collision system further comprises a wheel alignment sensing device having a wheel position sensor for sensing a directional position of the wheels of the vehicle, the anti-collision processing system being arranged for controlling the brake activation system and the visual indication system based on information from the wheel alignment sensing device such that the brake activation system is activated when the wheels are not substantially aligned with the longitudinal direction of the vehicle.

[0036] The anti-collision system in a further preferred embodiment comprises a wheel alignment sensor arranged in connection with a front wheel (steering wheel) for sensing the direction of the wheel in relation to the longitudinal direction of the vehicle. It is of vital importance that the steering wheel is aligned with the longitudinal direction of the vehicle when the vehicle is facing away from the aircraft. When using the vehicle, e.g. a belt loader, the front end of the belt arm extends a distance inside the aircraft holder, and if the steering wheel is not aligned when facing away from the aircraft, the belt arm will swing to either side and collide with the aircraft door frame.

[0037] If the wheel position sensor senses that the steering wheel is not correctly aligned with the longitudinal direction of the vehicle, the brake activation system is activated and the brakes of the vehicle are activated independently of the vehicle driveline. Thereby it is ensured that any unintentional action by the vehicle operator does not result in a collision.

[0038] According to a further embodiment of the first aspect of the present invention, the 3D sensor is arranged on the opposite side of the distance sensor and / or on the opposite side of the front end of the vehicle.

[0039] In order for the sensor system to sense 3D information of the aircraft, in particular 3D information of the opening of the aircraft holder, two 3D sensors are arranged on the opposite sides of the front end of the vehicle. In embodiments where the vehicle is a belt loader, each 3D sensor is arranged on the opposite side of the front end of the belt arm. Thus, the 3D sensor system can sense the position of the left and right side of the aircraft holder door frame.

[0040] According to alternative and preferred embodiments of the first aspect of the present invention, one or preferably two 3D sensors are arranged at a distance from the front end of the vehicle, for example on top of the cab. One of the 3D sensors is pointing towards the front end of the vehicle to mainly sense the front end, while the other of the 3D sensors is pointing towards the front of the front end to mainly sense parameters of different parts of the aircraft.

[0041] In preferred embodiments, two 3D sensors are arranged close to the cab, for example on top of the cab, one to mainly sense the front end of the vehicle end and the other to mainly sense parts of the aircraft. Thus, distance mapping and 3D imaging of both the front end and the aircraft is captured at a distance from the front end with respect to a known position on the vehicle. In another embodiment, one of the 3D sensors is arranged on top of the cab to mainly sense the front end of the vehicle end, while the other of the 3D sensors is arranged at the front end to mainly sense parts of the aircraft.

[0042] Arranging the 3D sensors according to preferred embodiments results in more precise and comprehensive distance mapping and 3D imaging of both the aircraft and the front end. Since the precise position of the 3D sensors on the vehicle is known, the distance between the aircraft and the front end as well as the distance between the front end and the 3D sensors can be measured. Thus, by a simple technical solution based on only two 3D sensors, comprehensive mapping of the main parts of the vehicle, including the front end of the belt arm, and the aircraft can be performed.

[0043] According to another embodiment of the first aspect of the present invention, the visual indication system is arranged at the front end of the vehicle and in the line of sight between the vehicle operator and the front end.

[0044] In order to enable an operator of a vehicle to operate the vehicle in a simple and safe manner when approaching an aircraft, e.g. a belt loader, where the front end of the belt arm is to be guided precisely into and out of the opening of the aircraft holder, the visual indication system is arranged at the front end of the vehicle and in the line of sight between the vehicle operator and the front end. Thus, the operator can concentrate on the steering of the belt arm relative to the opening of the aircraft holder, while receiving visual guidance from the indication system when it is arranged in the line of sight without losing concentration.

[0045] According to a further embodiment of the first aspect of the invention, the visual indication system is arranged in proximity to one of the 3D sensors.

[0046] According to a further embodiment of the first aspect of the invention, the visual indication system comprises a plurality of indicators for emitting a light pattern to the operator, the light pattern indicating in which way the steering wheel must be turned for them to be aligned with the vehicle.

[0047] In contrast to known prior art, where the operator does not receive guidance regarding the operation of the steering wheel, the visual indication system enables the operator to correct the position of the steering wheel relative to the aircraft, so that the brake activation system disengages or prevents engagement of the brake system based on information from the wheel alignment sensing device.

[0048] According to a further embodiment of the first aspect of the invention, the anti-collision processing system is arranged outside the cockpit, preferably at the rear end of the vehicle.

[0049] The processing system is preferably arranged outside the cockpit, and most preferably at the rear end of the vehicle, so that the system is cost efficient to retrofit, and arranged away from most moving vehicle parts, such as the belt arm, thereby making maintenance of the processing system more efficient.

[0050] 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, the second visual indication system being arranged outside the cockpit and arranged to signal the operating state of the anti-collision system, such as activation, deactivation and activation of the brake activation system, to surrounding ground personnel.

[0051] To inform the ground support vehicle's surroundings of the operational status of the collision avoidance system, the vehicle includes a second visual indicator system, preferably arranged above and behind the cockpit. Thus, the second visual indicator system can signal if the collision avoidance system is not activated, or if a collision between the vehicle and the aircraft occurs. Different status indications can be signaled using different colors, e.g., the indicator is off if the collision avoidance system is deactivated; green if the system is activated; yellow if the operator has used the override button to override the brake activation system; and red if a collision occurs.

[0052] According to a further embodiment of the first aspect of the invention, the brake activation system is arranged as a retrofit brake activation system mounted on an existing brake system of the vehicle.

[0053] According to another embodiment of the first aspect of the present invention, the brake activation system is arranged as a brake pedal activation mechanism, which includes a mechanically, hydraulically, pneumatically or electrically activated cylinder, and the cylinder is arranged between the rear side of the driver's brake pedal and the chassis of the vehicle, so that the modified brake pedal activation mechanism does not interfere with the manual operation of the brake pedal.

[0054] In the most preferred embodiment, the brake activation system is a retrofittable activation system installed on the vehicle's existing brake system. In a basic embodiment, the brake activation system is configured as a brake pedal activation mechanism, such as a cylinder, including a mechanically, hydraulically, pneumatically, or electrically activated cylinder, which is positioned, for example, between the rear side of the driver's brake pedal and the vehicle's chassis. This arrangement has the technical advantage that the brake activation system and the entire collision avoidance system are easy to install during retrofitting and are therefore cost-effective in terms of labor. Furthermore, vehicles already in use at airports can be equipped with a defined collision avoidance system.

[0055] In an alternative embodiment, the brake activation system may be arranged in parallel with the operator's braking system such that the brake activation system acts directly on the brakes on each steering wheel.

[0056] According to a second aspect of the present invention, the above objects and advantages are achieved by:

[0057] A method for operating a vehicle having a powertrain and a collision avoidance system, comprising the steps of:

[0058] • providing a vehicle having a collision avoidance system according to the present invention;

[0059] • continuously sensing the distance between the front end of the vehicle and the aircraft with the distance sensor when the vehicle approaches the aircraft;

[0060] • continuously sensing two different aircraft parts, for example the left and right side of an aircraft door frame, with the 3D sensor system when the vehicle approaches the aircraft;

[0061] • activating the visual indication system when the 3D system senses that the two different aircraft parts are located outside a predetermined position relative to the front end of the vehicle; and

[0062] • activating the visual indication system and the brake activation system, which is arranged to control the brake system of the vehicle independently of any control and activation of the drive train of the vehicle, when the distance sensor senses a minimum distance between the front end of the vehicle and the aircraft.

[0063] According to another embodiment of the second aspect of the application, the method further comprises the steps of:

[0064] • providing a vehicle according to the application;

[0065] • activating the visual indication system and the brake activation system when the wheel alignment sensing device senses that the wheels are not substantially aligned with the longitudinal direction of the vehicle; and

[0066] • the visual indication system indicating to the operator to steer the wheels to a direction substantially aligned with the longitudinal direction of the vehicle before deactivating the brake activation system. BRIEF DESCRIPTION OF DRAWINGS

[0067] Figure 1 A perspective view of an airport vehicle is shown.

[0068] Figure 2 A perspective view of an airport vehicle is shown.

[0069] Figure 3 A perspective view of a visual indication system is shown.

[0070] Figure 4 A perspective view of a second visual indication system is shown.

[0071] Figure 5 A perspective view of a part of a cockpit is shown.

[0072] Figure 6 A perspective view of a main embodiment of a collision avoidance system is shown. DETAILED DESCRIPTION

[0073] The present application will be described more fully hereinafter with reference to the accompanying drawings, in which exemplary embodiments of the application are shown. The application may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the application to those skilled in the art. Like reference numerals refer to like elements throughout. Accordingly, like elements will not be described with respect to each figure.

[0074] Figure 1 A perspective view of an airport vehicle 10 with a collision avoidance system is shown. The vehicle 10 is illustrated as a typical self-propelled belt loader 10 and will be defined as a belt loader 10 in the detailed description of embodiments of the application below.

[0075] The belt loader 10 is designed to transfer bulk cargo and baggage to an aircraft hold and comprises a longitudinal belt arm 24, also defined as a boom. The belt arm 24 is equipped with a main transfer belt for transferring cargo and baggage into an aircraft. The belt arm 24 can have different lengths and can thus vary from a few meters to nine to ten meters, suitable for reaching the door sill of a high level aircraft. A typical belt loader 10 can reach a height of about five meters.

[0076] The belt loader 10 comprises a rear end and a front end 22, which in the illustrated embodiment is defined as the forward most part of the belt arm 24. The front end 22 comprises a second belt conveyor to engage the cargo box floor of an aircraft hold and can be pivoted relative to the larger main conveyor belt.

[0077] The belt loader 10 comprises a collision avoidance system with a distance sensor (shown in Figure 2 ) to measure the distance between the front end 22 of the belt loader 10 and an aircraft and a 3D sensor system comprising a left 3D sensor 14 and a right 3D sensor 16 (shown in Figure 2 ) to sense the position of the door sill of the aircraft hold door frame relative to the front end 22 of the belt loader 10. The collision avoidance system further comprises a visual indication system 18, which in the illustrated embodiment is arranged in the same housing as the left 3D sensor 14. However, the left 3D sensor 14 and the visual indication system 18 can be arranged as separate elements. By a preferred embodiment, the visual indication system 18 is arranged in the line of sight of the operator, thus preferably close to and connected with the front end 22 of the belt arm.

[0078] The visual indication system 18 comprises a plurality of light indicators 20'-20'''', directed at the operator, to visually guide the operator when driving the belt loader 10 in response to the sensed parameters of the distance sensors 12 and 3D sensors 14, 16.

[0079] The collision avoidance system is controlled by a processing system 30 which processes the information / parameters received from the sensors 12, 14, 16 and compares this information with predetermined parameters, such as a minimum distance to the aircraft holder and a maximum deviation of the position of the door frame relative to the front end 22. The processing system 30 continuously sends a processing information signal via the visual indication system 18 so that the operator can receive visual information from the light indicators 20'-20''' at any time. This visual information can be a green light when the minimum distance is not present or the front end 22 is aligned with the opening into the aircraft holder. The visual information can thus be a red light when the minimum distance is reached and / or if the front end 22 is not correctly aligned with the opening into the aircraft holder.

[0080] Furthermore, the belt loader is provided with a brake activation system (see Figure 6 which, in a basic embodiment, comprises a brake pedal activation mechanism, such as a gas cylinder (reference 28, Figure 6 including a mechanically, hydraulically, pneumatically or electrically activated gas cylinder, which is arranged, for example, between the rear side of the operator's brake pedal and the chassis of the belt loader 10. The brake activation system is connected to the processing system 30 and is activated when the above-mentioned minimum distance or maximum deviation is reached, thereby avoiding any collision between the front end 22 and the aircraft.

[0081] The belt loader 10 also comprises a wheel alignment sensing device (not shown) with a wheel position sensor for sensing the directional position of the wheels of the belt loader 10. When the belt loader 10 is to be backed away from an aircraft, it is essential that the steering wheel is aligned longitudinally with the belt loader 10, otherwise the front end 22 will swing into the aircraft.

[0082] The wheel alignment sensing device is thus connected to the processing system 30, which signals to the visual indication system for visually informing the operator that the wheels are not correctly aligned, and if the operator starts to back up without aligning the wheels, the brake activation system is activated and engages the brakes of the belt loader 10 (brake pedal 26, Figure 6). The brake activation system is incorporated into the vehicle independently of the drivetrain of the vehicle, whereby the system is cost-effective to install in a retrofitting process and can be installed in substantially any type of ground support vehicle, regardless of the type of drivetrain used.

[0083] In order to make other ground personnel 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. The second visual indication system 32 emits different colors depending on the system status. For example, when the anti-collision system is turned off, the second visual indication system 32 is turned off; when the anti-collision system is activated and no collision has occurred, the color is green; if the operator uses the override button to override the brake activation system, the color is yellow; and when a collision has occurred, the color is red.

[0084] Figure 2 A perspective view of the front end of the belt loader 10 is shown. The distance sensors 12 are shown arranged at the very front and in the center of the front end 22.

[0085] 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' that emits an infrared light pulse and an upper 3D sensor receiver 14", 16" that receives the bounced infrared light pulse.

[0086] Figure 3 A perspective view of the visual indication system 18 is shown, the visual indication system having four light indicators 20'-20'''', each indicator being arranged to display a plurality of colors, preferably three colors, such as green, yellow and red.

[0087] If the anti-collision system is turned off, all four indicators 20'-20''' are turned off.

[0088] If the anti-collision system is turned on and all four indicators 20'-20''' are green, the belt loader 10 can be driven.

[0089] If one of the indicators 20'-20''' turns yellow, the belt loader is heading towards an obstacle that will eventually become too close on the side of the yellow light. The upper indicator 20' indicates the front end 22, and the left and right indicators 20''' and 20'''' indicate the left and right sides of the front end 22.

[0090] If the operator does not try to leave the yellow indicator state, the yellow indicator will turn red and the brake activation system is engaged, whereby the belt loader 10 will stop. To enable the operator to continue, an override button (reference 36, Figure 5 ) must be activated.

[0091] When the belt loader has reached the correct parking position, the indicators 20'-20''''will signal to the operator a flashing pattern.

[0092] When the belt loader 10 is reversed away from the aircraft and if the wheels are aligned, all four indicators will be green. If the wheels are not aligned and the front end 22 is within two meters of the aircraft, the brake activation system will be activated and the belt loader 10 will stop. Here, three of the indicator lights will turn red and one will turn green, where the green indicator light runs in a circle around all four indicator lights 20'-20''''to indicate to the operator in which way the steering wheel must be turned to align them.

[0093] Although specific movement patterns and light colors have been described in relation to the visual indicator system 18, the person skilled in the art will realize that any color and / or light pattern can be incorporated that will produce the same effect when presented to the above description.

[0094] Figure 4 A perspective view of the second visual indication system 32 is shown and it is clearly shown that the second visual indication system 32 is arranged above and behind the operator.

[0095] Figure 5 A perspective view of a part of the cockpit is shown. The figure shows that the cockpit is arranged with a backup button 34 that the operator must press to activate the anti-collision system. The cockpit also comprises an override button 36 that 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.

[0096] Figure 6 A perspective view of the main embodiment of an airport vehicle with an anti-collision system is shown. The figure shows the sensor system 14, 16 comprising the distance sensor 14 and the 3D sensor 16, but for simplicity, it is shown as one single sensor. The figure also shows the visual indication system 18 and the processing system 30 in parallel with the sensors 14, 16 and the indicator system 18.

[0097] The figure also shows a brake pedal activation mechanism, shown as brake cylinder 28 connected to the vehicle brake pedal, and connected to the processing system. All parts of the anti-collision are thus mounted in the vehicle independently of any vehicle driveline.

[0098] 10 Airport vehicle

[0099] 12 Distance sensor

[0100] 14 Left side 3D sensor

[0101] 14' Left side 3D sensor transmitter

[0102] 14" Left side 3D sensor receiver

[0103] 16 Right side 3D sensor

[0104] 16' Right side 3D sensor transmitter

[0105] 16" Right side 3D sensor receiver

[0106] 18 Visual indication system

[0107] 20' Upper indicator (Ui)

[0108] 20" Lower indicator (Li)

[0109] 20"' Left indicator (Lei)

[0110] 20"" Right indicator (Ri)

[0111] 22 Front end

[0112] 24 Boom / jib

[0113] 26 Brake pedal

[0114] 28 Brake cylinder

[0115] 30 Processing system

[0116] 32 Second visual indication system

[0117] 34 Standby button

[0118] 36 Override button

[0119] 38 Third visual indication system

[0120] The list of reference symbols used in the detailed description of the invention is given above and the figures cited in the detailed description of the invention.

Claims

1. An airport vehicle with a powertrain and an anti-collision system, characterized in that: The anti-collision system is used to prevent a collision between the vehicle and the aircraft, when the vehicle approaches the aircraft and a portion of the vehicle approaches the aircraft to a luggage / cargo loading / unloading position, the anti-collision system comprising: • a distance sensor for sensing a distance parameter between the front end of the vehicle and the aircraft; • a 3D sensor system comprising two separate 3D sensors, each 3D sensor being arranged to sense parameters of a different portion of the aircraft and / or the vehicle, including a left door side and a right door side of an aircraft cage door frame, and a front end of the vehicle; • a brake activation system for activating the braking system of said vehicle with a given braking force; • an operator visual indication system including a plurality of light indicators for visually indicating and guiding a vehicle operator to maneuver the front end into or out of the loading / unloading position; • a collision avoidance handling system for controlling the visual indication system in dependence on sensing parameters from the distance sensor and the 3D sensor, and for controlling the brake activation system in dependence on the sensing parameters, such that when a predetermined minimum distance is sensed by the distance sensor, the visual indication system and the brake activation system are activated, and when an aircraft part is sensed by the 3D sensor, the visual indication system and / or the brake activation system are activated, and wherein the brake activation system is arranged to control a closing speed of the vehicle by continuously controlling the brake system of the vehicle independently of any control and activation of the drive train of the vehicle, such that the closing speed of the vehicle is controlled by an operator independently of any control and activation of the drive train, The anti-collision system further comprises a wheel alignment sensing device having a wheel position sensor for sensing the directional position of the wheels of the vehicle, 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 sensing device so that the brake activation system is activated when the wheels are not substantially aligned with the longitudinal direction of the vehicle; and the visual indication system comprising a plurality of indicators for emitting light patterns to an operator, the light patterns indicating in what manner the operator must turn the steering wheel to align the light pattern with the vehicle.

2. The airport vehicle according to claim 1, characterized in that The braking system includes a brake pedal that is manually controlled by the operator to establish a manual braking force, and the braking system is activated by either the given braking force or the manual braking force, whichever is greater.

3. The airport vehicle according to any one of claims 1-2, characterized in that: The visual indication system is disposed at the front end of the vehicle and in a line of sight between the vehicle operator and the front end.

4. The airport vehicle according to claim 1, characterized in that The visual indication system is arranged proximate to one of the 3D sensors.

5. The airport vehicle according to claim 1, characterized in that The 3D sensor is arranged on an opposite side of the distance sensor and / or on an opposite side of the front end of the vehicle.

6. The airport vehicle according to claim 1, characterized in that One or two of the 3D sensors are arranged at a certain distance from the front end of the vehicle, located on the top of the cockpit, one of the 3D sensors points to the front end of the vehicle to mainly sense the front end, and the other of the 3D sensors points in front of the front end to mainly sense parameters of different parts of the aircraft.

7. Airport vehicle according to the preceding claim 1, characterized in that The anti-collision processing system is arranged outside the cockpit and at the rear end of the vehicle.

8. Airport vehicle according to the preceding claim 1, characterized in that The vehicle is a belt loader having a belt arm, the distance sensor is arranged at a front end of the belt arm, and the 3D sensor is arranged at the front end and on an opposite side of the belt arm.

9. Airport vehicle according to the preceding claim 1, characterized in that The airport vehicle further comprises a second visual indication system arranged outside the cockpit and arranged to signal surrounding ground personnel the operational status of the collision avoidance system, the operational status of the collision avoidance system comprising activation, deactivation and activation of a brake activation system.

10. Airport vehicle according to the preceding claim 1, characterized in that The brake activation system is arranged as a retrofit brake activation system mounted on an existing brake system of the vehicle.

11. The airport vehicle according to claim 10, characterized in that The brake activation system is arranged as a brake pedal activation mechanism, which includes a mechanically, hydraulically, pneumatically or electrically activated cylinder, which is arranged between the rear side of the driver's brake pedal and the chassis of the vehicle, so that the modified brake pedal activation mechanism does not interfere with the manual operation of the brake pedal.

12. A method for operating a vehicle having a powertrain and a collision avoidance system, characterized in that The method comprises the following steps: • Providing a vehicle according to any one of claims 1-11; • continuously sensing the distance between the front end of the vehicle and the aircraft using the distance sensor as the vehicle approaches the aircraft; • as the vehicle approaches the aircraft, continuously sensing two different aircraft locations using the 3D sensor system, including left and right sides of an aircraft cage door frame; • activating the visual indication system when the 3D sensor system senses that the two different aircraft locations are outside of a predetermined position relative to the front end of the vehicle; and • When the distance sensor senses a minimum distance between the front end of the vehicle and the aircraft, activating the visual indication system and the brake activation system, the brake activation system being arranged to control the closing speed by continuously controlling the braking system of the vehicle independently of any control and activation of the vehicle's power train, so that the closing speed of the vehicle is controlled by an operator independently of any control of the power train.

13. The method for operating a vehicle having a powertrain and a collision avoidance system according to claim 12, wherein: The method comprises the following steps: • activating the visual indication system and the brake activation system when the wheel alignment sensing device senses that the wheel is not substantially aligned with the longitudinal direction of the vehicle; and • Prior to deactivating the brake activation system, the visual indication system instructs the operator to steer the wheels to a direction substantially aligned with the longitudinal direction of the vehicle.

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