Aircraft Ground Fuel Supply Management System

Abstract

The present invention is entitled "Aircraft Ground Refueling Management System". The aircraft ground refueling management system of the present disclosure utilizes various components already present in an aircraft ground refueling vehicle to characterize and track the events of an aircraft refueling operation in real time. These components include a fuel gauge, a fuel delivery disability sensor, a fuel nozzle sensor, and a ground refueling vehicle brake sensor. The data from these components is combined with data provided by a mobile computing device that is integral to the refueling operation, which provides data points to determine the amount of time that has elapsed for each event of the refueling operation. Knowledge of each event of the refueling operation provides an opportunity to identify where the time spent can be reduced.

Description

Technical Field

[0001] The present disclosure relates to aircraft ground refueling, and more particularly, to an aircraft ground refueling management system. Background Art

[0002] Aircraft ground refueling operations are typically tracked through manual entry of one or more events of start and end times for each refueling operation provided by a refueling vehicle. These events may include, for example, setup events, in which a refueling vehicle positioned proximate to the aircraft is prepared for refueling, and refueling events, in which a previously positioned refueling vehicle actually delivers (e.g., pumps) fuel from the vehicle to the aircraft. However, manual annotations can often result in errors or omissions in the data, rendering the data unusable for further processing and analysis. Summary of the invention

[0003] The aircraft ground refueling management system and method of the present disclosure utilizes components already present in aircraft ground refueling vehicles to track aircraft refueling operation events in real time.

[0004] The aircraft ground refueling management system can also track in real time the location of aircraft ground refueling vehicles and the amount of fuel delivered by the aircraft ground refueling vehicles. The aircraft ground refueling management system and method utilize the tracked data to improve aircraft ground refueling operations, including: identifying operational events where duration can be reduced, identifying potential problems with refueling equipment of refueling vehicles, identifying potential problems with specific refueling vehicle operators, refueling vehicle fleet management (including establishing a fleet refueling schedule based on historical refueling data and current fleet status).

[0005] One aspect of the present disclosure relates to a method and / or system for defining a refueling event for an aircraft ground refueling operation. The method includes receiving a communication in real time from a digital controller of an aircraft ground refueling vehicle, the communication indicating the on / off state of a vehicle brake sensor of the aircraft ground refueling vehicle, the on / off state of a nozzle sensor of the aircraft refueling vehicle, and the on / off state of a deadman fuel switch of the aircraft refueling vehicle. The method also includes defining a first ground refueling event time period between a first start mark including the on state of the vehicle brake sensor and a first end mark including a subsequent first instance of the on state of the deadman fuel switch. The method also includes defining a second ground refueling event time period between a second start mark including a subsequent first instance of the on state of the deadman fuel switch and a second end mark including a subsequent last instance of the off state of the deadman fuel switch.

[0006] Additionally, the method includes determining a first amount of time spent in a first ground refueling event time period based on the first start marker and the first end marker, and creating a history of the first amount of time spent by an aircraft ground refueling vehicle, and determining a second amount of time spent in a second ground refueling event time period based on the second start marker and the second end marker, and creating a history of the second amount of time spent by an aircraft ground refueling vehicle. The method also includes analyzing the history of the first amount of time spent and the second amount of time spent to select at least one of the first ground refueling event and the second ground refueling event as an event in which the amount of time should be reduced, and generating an output representing the analysis.

[0007] This summary is not intended to describe each embodiment or every implementation. A more complete understanding will become apparent and readily appreciated by referring to the detailed description and claims in conjunction with the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Figure 1A An example of an aircraft ground refueling environment is shown.

[0009] Figure 1B is a schematic diagram of an example of a control system for a refueling vehicle.

[0010] Figure 2 is a schematic diagram of an exemplary aircraft ground refueling management system.

[0011] Figure 3A is a timeline of events illustrating an exemplary aircraft ground refueling operation.

[0012] Figure 3Bis a timeline illustrating events of an exemplary aircraft ground refueling operation that additionally includes a top-off operation.

[0013] Figure 4A is shown for characterization Figure 3A A signal plot of the data points of the event.

[0014] Figure 4B is shown for characterization Figure 3B A signal plot of the data points of the event.

[0015] FIG. 5A to FIG. 5F Each includes a signal diagram illustrating how events of an aircraft ground refueling operation may be recharacterized in response to the absence of one or more signals.

[0016] Figure 6 An exemplary display of a refueling time breakdown generated by an aircraft ground refueling management application in accordance with the present disclosure is shown.

[0017] Figure 7 An exemplary display of an operator refueling time breakdown generated by an aircraft ground refueling management application in accordance with the present disclosure is shown.

[0018] Figure 8 An exemplary display of an asset utilization analysis generated by an aircraft ground refueling management application in accordance with the present disclosure is shown.

[0019] Fig. 9 is a schematic diagram of an exemplary computing device that can be used to practice various aspects of the present disclosure. DETAILED DESCRIPTION

[0020] The aircraft ground refueling management system of the present disclosure utilizes various components already present in the aircraft ground refueling vehicle to characterize and track the events of the aircraft refueling operation in real time. These components include a fuel gauge, a fuel delivery incapacity sensor, a fuel nozzle sensor, and a ground refueling vehicle brake sensor. The data from these components is combined with the data provided by a mobile computing device that is integral to the refueling operation, which provides data points to determine the amount of time that each event of the refueling operation has passed. Knowledge of each event of the refueling operation provides an opportunity to identify where the time spent can be reduced.

[0021] In certain embodiments, the aircraft ground refueling management system also tracks in real time the location of the aircraft ground refueling vehicles and / or the amount of fuel delivered by the aircraft ground refueling vehicles as determined by the onboard fuel gauge. The aircraft ground refueling management system utilizes the tracked data to improve aircraft ground refueling operations including: identifying operational events where duration can be reduced, identifying potential problems with the refueling equipment of the refueling vehicles, identifying potential problems with specific refueling vehicle operators, refueling vehicle fleet management including establishing a fleet refueling schedule based on historical refueling data and current fleet status.

[0022] Figure 1A An example of an aircraft ground refueling environment 100 is shown. As shown, an aircraft 102 is refueled by a refueling vehicle 104, which may include a tanker 104 (a) or a mobile refueler 104 (b), each of which is operated by a corresponding operator 105 (a), 105 (b). The tanker 104 (a) is directly connected to an airport water hose line 108 via a feedwater valve 106, while the mobile refueler 104 (b) carries all the fuel for distribution in a tank 112. Each of the tanker 104 (a) and the mobile refueler 104 (b) is connected to their respective aircraft 102 for refueling via a fuel pipe 114 having a nozzle. Each refueling vehicle 104 is equipped with an on-board digital controller 116 for controlling various electronic components in the operation of the refueling vehicle 104.

[0023] Figure 1B 1 is a schematic diagram of an exemplary electrical control 150 system found within each refueling vehicle 104. As shown, the electrical control system 150 includes an onboard digital controller 116 and at least a vehicle brake sensor 152, a nozzle sensor 154, a disabled fuel switch 156, and a fuel gauge 158. In certain embodiments, the onboard digital controller 116 includes or communicates with a location identifier (such as a global positioning system (GPS) 160). In certain embodiments, each of the vehicle brake sensor 152, the nozzle sensor 154, and the disabled fuel switch 156 includes a proximity sensor capable of providing an on / off signal to the onboard digital controller 116; any other type of electrical control device capable of indicating the operating state of one or more of the vehicle brake sensor 152, the nozzle sensor 154, and the disabled fuel switch 156 may also be used.

[0024] In operation, the vehicle brake sensor 152 provides an on-board digital controller 116 to indicate that the brakes of the refueling vehicle 104 are engaged, thereby preventing movement of the refueling vehicle. An off-signal to the on-board digital controller 116 indicates that the brakes of the refueling vehicle 104 have been disengaged for vehicle movement / travel. The nozzle sensor 154 provides an on-board digital controller 116 to indicate that the nozzle of the fuel pipe 114 is open to deliver fuel to the aircraft, and provides an off-signal to indicate that the nozzle is closed, thereby preventing fuel delivery. The disabled fuel switch 156 provides an on-board digital controller 116 to indicate all interlocks within the control system 150 for existing fuel delivery and fuel delivery currently occurring; an off-signal indicates that fuel delivery has been stopped.

[0025] The fuel gauge 158 (representing a conventional flow meter that measures the flow rate of the delivered fuel and a fuel register that converts the flow rate into a volume) provides a signal to the on-board digital controller 116 indicating the amount of fuel delivered to the aircraft. Various other components within the refueling vehicle (such as motors, valves, pressure transducers, other sensors, etc.) may also communicate with the on-board digital controller 116.

[0026] The control system 150 of the refueling vehicle 104 additionally includes a wireless transmitter 162 (or a transceiver for two-way communication). In certain embodiments, the transmitter carried on the digital controller 116 transmits the on / off status of the vehicle brake sensor 152, the nozzle sensor 154, the disabled fuel switch 156, and the signal from the fuel gauge 158 using one or both of the far-field communication protocol and the near-field communication protocol. In certain embodiments, the transmitter 162 within the onboard digital controller is equipped for near-field communication and communicates with a transmitter 163 located away from the onboard digital controller 116 within the refueling vehicle via a near-field communication protocol (such as Bluetooth). In this configuration, the transmitter 163 receives the near-field communication from the onboard controller 116 and transmits the received communication to a device outside the refueling vehicle 104 using the far-field communication protocol; the transmitter 163 may additionally transmit a signal (e.g., a heartbeat signal—a signal transmitted in a consistent periodic manner) to indicate whether its Bluetooth capability to receive transmissions from the transmitter 162 is activated. Near field communication protocols and far field communication protocols may include, for example, WiFi, Bluetooth, radio, ZigBee, NFC (Near Field Communication), Z-Wave, Insteon, and Thread; other communication protocols are also possible.

[0027] refer to Figure 2, shows an example of an aircraft ground refueling management system 200. As shown, the aircraft ground refueling management system 200 generally includes a refueling vehicle 104 and its control system 150, a mobile computing device 202 that receives communications from the control system 150 and transmits to a computing network 204. Inherent in the aircraft ground refueling management system 200 is a communication environment. The communication environment includes one or both of the transmitters 162, 163 within the refueling vehicle 104, which transmit in real time to one or both of the mobile computing device 202 and the computing network 204. Reference Fig. 9 Exemplary configurations of mobile computing device 202 or other computing devices that may be used in the practice of the principles of the present disclosure are described.

[0028] In certain embodiments, the mobile computing device 202 is an integral element of the aircraft ground refueling operation, as it is typically carried by the operator of the refueling vehicle and is the device through which the operator receives the fuel request; it is also possible to install the mobile computing device 202 within the refueling truck 104. In certain embodiments, in response to the refueling request, the mobile computing device 202 executes an electronic ticketing (or e-ticketing) application 210. The e-ticketing application 210 provides instructions to the mobile computing device 202 to refuel the vehicle 104, among other data in the transmission from the refueling vehicle, and the on / off state of the vehicle brake sensor 152, the nozzle sensor 154, and the disabled fuel switch 156. In addition, the e-ticketing application 210 causes the mobile computing device 202 to record the refueling request and generate an electronic ticket, recording on the electronic ticket the total amount of fuel delivered in response to the refueling request, and recording on the electronic ticket the total cost for delivering the fuel. After the electronic ticket is signed by the client, it serves as a client receipt for the refueling operation. The instructions of the electronic ticketing application 210 also cause the mobile computing device 202 to transmit the electronic ticket and related data (e.g., the time of issuance and the time of signing, the volume and cost of the fuel, etc.) to the computing network 204; the mobile computing device 202 transmits the electronic ticket (and its related data) and all or a portion of the data received in real time from the refueling vehicle.

[0029] In some embodiments, the electronic ticketing application 210 additionally causes the mobile computing device 202 to transmit a heartbeat signal to the computing network 204 in real time, thereby providing an indication of the operational status of the mobile computing device (e.g., a continuous heartbeat indicates that operation continues, while a stopped heartbeat indicates that the mobile computing device 202 is not transmitting or is not working). In some embodiments, the heartbeat may represent one or both of near field communication capabilities and far field communication capabilities. In the context of near field communication capabilities, the heartbeat may represent that the mobile computing device 202 receives a transmission from a transmitter within a refueling truck. In some embodiments, the operator 105 (or a transmission from the refueling truck 104) is operable to activate the heartbeat of the mobile computing device 202, wherein the start of the heartbeat indicates that the operator 105 has received a refueling request. It should be noted that although the functions described herein are attributed to a single application, these functions may also be extended among multiple applications executed on the mobile computing device 202.

[0030] The computing network 204 may include any combination of computing devices connected via a wired or wireless network 220. The computing devices may include, for example, one or more server computers 222 and one or more personal computers 224. The computing devices execute instructions of the aircraft ground refueling management application 226; these instructions may be stored on each device, propagated across multiple devices, or stored on a single device. The aircraft ground refueling management application 226 utilizes data received from one or both of the control system 150 of the refueling vehicle 104 and the mobile computing device 202 to perform and generate various data analysis operations (such as identifying operational events where duration can be reduced, identifying potential problems with the refueling equipment of the refueling vehicle, identifying specific refueling vehicle operators, and refueling vehicle fleet management (including establishing a fleet refueling schedule based on historical refueling data and / or current fleet status)). Further details on the performance and result generation caused by executing the aircraft ground refueling management application 226 are described herein. In certain embodiments, the mobile computing device 202 and / or the onboard digital controller 116 also execute the ground refueling management application 226. The functionality of ground refueling management application 226, which is described in the context of a single application, may also be extended among multiple applications.

[0031] Reference now Figure 3A , showing the operator 105 and the refueling truck 104 (see Figure 1A ) is a basic timeline 300 of operational events for a ground refueling operation performed by FIG. As shown, the operational events include an idle event 302, a travel event 304, a setup event 306, a refueling event 308, a wait event 310, a disconnect event 312, and optionally a second travel event 314.

[0032] Idle event 302 indicates that the refueling truck 104 (see Figure 1A ) is maintained at the designated location. Travel event 304 represents the time that the refueling truck 104 leaves its designated location and travels to the refueling location near the aircraft 102 after the operator 105 receives the refueling request via the mobile computing device 202. Set event 306 represents the time that the operator 105 takes to prepare the refueling vehicle 104 to deliver / pump fuel to the aircraft 102. Refuel event 308 represents the time that the refueling vehicle 104 actually delivers / pumps fuel to the aircraft 102. Wait event 310 represents the time that it takes from the end of the fuel delivery until the electronic ticket is electronically signed, confirmed or otherwise accepted by the client (e.g., an airline employee). Disconnect event 312 represents the time that has passed since the electronic ticket was accepted, the operator prepared the refueling vehicle to travel, and the travel began. Second travel event 314 represents the time that the refueling truck 104 travels from its location near the aircraft to another location (which can be a designated idle location) or to another refueling location near the new aircraft 102.

[0033] The time period of each refueling event 302-314 may be characterized by the aircraft ground refueling management application 226 based on a known / expected sequence of events and real-time transmission of operational on / off states of the vehicle brake sensor 152, the nozzle sensor 154, and the disabled fuel switch 156 from the refueling vehicle 104, real-time transmission of fuel gauge data from the refueling vehicle 104, real-time transmission of the generation and acceptance of an electronic ticket from the mobile computing device 202, and real-time transmission of a heartbeat from the mobile computing device. Table 1 below shows the start event markers and end event markers for various refueling events utilized by the aircraft ground refueling management application 226.

[0034] Table 1

[0035]

[0036] Figure 4A A signal diagram is provided showing the setup event 306, refuel event 308, wait event 310, and disconnect event 312 as summarized in Table 1. Note that the aircraft ground refueling management application 226 adapts to the drop in the signal from the disabled fuel switch 156, capturing the last instance of the disabled fuel switch closing before signing / accepting the electronic ticket as the end of the fuel event 308 (the totality of the fuel event 308 will result in the first instance of the fuel event 308 being added to the second instance of the fuel event 308).

[0037] Re-reference Figure 3B , which shows a timeline 350 of operational events for a ground refueling operation including a fuel top-off. A fuel top-off is a fuel delivery request from a client for additional fuel after the original fuel delivery is completed (e.g., a "top-off"). Thus, the timeline 350 includes Figure 3A 302-314 of refueling events, wherein additional events include a wait event 352 and a refueling event 354. The wait event 352 represents the time that occurs between the client accepting the original electronic ticket and generating a new electronic ticket (or modifying the original electronic ticket) that reflects the request for additional fuel. The refueling event 354 represents the time it takes to actually deliver / pump the fuel to the aircraft 102 in response to the refueling request. And, in the context of refueling, the wait event 310 represents the time it takes from the end of the refueling delivery until the new / modified electronic ticket is electronically signed, confirmed, or otherwise accepted by the client (e.g., an airline employee).

[0038] The time period of each refueling event 302-314 and refueling event 352-354 may be characterized by the aircraft ground refueling management application 226 based on a known / expected sequence of events and real-time transmission of operational on / off states of the vehicle brake sensor 152, nozzle sensor 154, and disabled fuel switch 156 from the refueling vehicle 104, real-time transmission of fuel gauge data from the refueling vehicle 104, real-time transmission of the generation and acceptance of an electronic ticket from the mobile computing device 202, and real-time transmission of a heartbeat from the mobile computing device. Table 2 below shows the start event markers and end event markers for various refueling events utilized by the aircraft ground refueling management application 226.

[0039] Table 2

[0040]

[0041]

[0042] Figure 4B A signal diagram is provided showing the setup event 306, refuel event 308, wait event 352, refuel event 354, wait event 310, and disconnect event 312 as summarized in Table 2. Again, the aircraft ground refueling management application 226 adapts to the drop in signal from the disabled fuel switch 156, capturing the last instance of the disabled fuel switch 156 closing before signing / accepting the new / amended electronic ticket as the end of the fuel event 308 (the totality of the fuel event will result in the first instance of the fuel event 308 being added to the second instance of the fuel event 308).

[0043] The aircraft ground refueling management application 226 includes instructions to accommodate the absence of one or more expected signals in order to still provide reliable and accurate data that can be used for further analysis. For example, in the absence of a real-time signal from the vehicle brake sensor 152 (see Figure 5A ), set event 306 is specified to start from the activation of nozzle sensor 154 (e.g., nozzle sensor on). In the event that disabled fuel switch 156 fails to transmit an on signal until before fuel delivery has begun (but within a predetermined amount of time (e.g., a small data gap), such as 5 minutes, 10 minutes, 15 minutes, after the start of flow meter 158), see Figure 5B , the time of fuel event 308 will be considered to have occurred from the first opening of the disabled fuel switch until the last closing of the disabled fuel switch before accepting the electronic ticket. In the absence of an electronic ticket issued and / or signed, see Figure 5C , the aircraft ground refueling management application 226 considers that there is no wait event 310, but only the overall operation time measured from the setup event 306 to the end of the disconnect event 312, and the fuel event 308 occurs from the first opening of the disable fuel switch 156 to the closing of the disable fuel switch.

[0044] Additionally, in the event that there is no electronic ticket problem and / or no electronic ticket is accepted and there is no vehicle brake sensor signal 152, see Figure 5D , the aircraft ground refueling management application 226 considers that there is no wait event 310, only the overall operation time measured from the start of the setup event 306 to the nozzle sensor 154 closing, and the refueling event 308 is from the opening of the dead fuel switch to the last closing of the dead fuel switch before the nozzle sensor closes. In the event that the electronic ticket has been issued but not yet accepted, and there is a large data gap (e.g., a time period greater than a predetermined time amount threshold) while no wait event 310 or disconnect event 312 occurs, see Figure 5E , the aircraft ground refueling management application 226 records the activity as an event that can be merged with another event based on the ultimately accepted electronic ticket, the common location (within the refueling truck 104 and / or the mobile computing device 202) that can be provided by GPS, and / or another data point showing two or more sets of related activities that can be merged. Fig. 5F Shown is the merging of a first event (Event 1) with a second event (Event 2), which were initially separated by a large data gap.

[0045] Where all or at least a portion of the start event markers and end event markers of various events of the aircraft ground refueling operation are recorded, the duration of these events may be calculated and stored relative to a specific refueling vehicle, a specific operator, a specific fleet of refueling vehicles, a specific location (e.g., a specific airport), or any other useful way to categorize the data. The cost and volume of fuel delivered may also be recorded and used for analysis.

[0046] In an exemplary context for analysis, the aircraft ground refueling management application 226 may utilize the historical duration of ground refueling events to generate and display a percentage breakdown of the events to a user of the application. Figure 6 , where the calculated refueling times, setup times, and disconnect times determined for a fleet are averaged to provide an overall breakdown in refueling event times. The percentage of setup times and disconnect times illustrate areas where possible improvements (e.g., reductions in time) can occur. When an operator procedure is implemented to help improve times, the data before the procedure is implemented can be compared to the data after the procedure is implemented to verify that the implemented procedure is actually beneficial. The percentage of setup times and disconnect times illustrate areas where possible improvements (e.g., reductions in time) can occur. When an operator procedure is implemented to help improve times, the data before the procedure is implemented can be compared to the data after the procedure is implemented to verify that the implemented procedure is actually beneficial.

[0047] In another exemplary context for analysis, the aircraft ground refueling management application 226 may utilize the historical duration of ground refueling events to generate and display to a user of the application a percentage breakdown of refueling events on a per operator basis. Figure 7 , where the calculated refueling times, setup times, and disconnect times determined for each of three operators are averaged to provide an overall breakdown in the refueling event times for each operator. The differences in refueling event times between operators indicate that the operators themselves are more or less efficient than the other operators, or that their respective refueling vehicles are more or less efficient. Thus, a program may be implemented to improve operator performance and / or components of the respective refueling trucks may be evaluated to determine reduced functionality and / or failure of certain components that may be replaced to improve event times in refueling operations.

[0048] In yet another exemplary context for analysis, the aircraft ground refueling management application 226 may utilize the historical duration of ground refueling events to provide information about asset utilization. Figure 8800, where a drop-down menu 802 provides the user with an opportunity to select one or more assets (e.g., "1 - Select Trucks") from a plurality of displayed assets, thereby causing the aircraft ground refueling management application 226 to determine and display the following items for the selected time period 802:

[0049] - The percentage of time 804 that the truck was during a time period (e.g., truck utilization window 806), as well as a lower right indication of the utilization percentage in a previous time period 808 and a lower left indication of the increase / decrease percentage of utilization over the entire predetermined time period 810.

[0050] -The percentage of time 812 utilized by a particular operator as the operator of the selected asset during a time period (e.g., operator utilization window 814), along with a lower right indication of the utilization percentage in a previous time period 816 and a lower left indication of the percentage increase / decrease in utilization over the entire predetermined time period 818.

[0051] - The percentage of time 820 that the asset spent in refueling time operations during a time period (e.g., total refueling time window 822), as well as a lower right indication of the percentage of total refueling time operations in the previous time period 824 and a lower left indication of the percentage increase / decrease in total refueling time over the entire predetermined time period 826.

[0052] - The percentage of time 828 that the asset spent in active refueling time (e.g., refueling event time 308) during a time period (e.g., active refueling time window 830), as well as a lower right indication of the percentage of active refueling time operation in a previous time period 832 and a lower left indication of the percentage increase / decrease in total refueling time over the entire predetermined time period 834.

[0053] The aircraft ground refueling management system provides a method for marking the refueling event phase by obtaining the start refueling event flag and the end refueling event flag in an inferential manner (obtained by using existing refueling operation components), thereby eliminating any additional costs and installation time generated by additional components. The aircraft ground refueling management system helps ensure the accurate capture of refueling data, which can provide leading indicators for refueling asset management. The data obtained by the aircraft ground refueling system provides an opportunity to reduce the turnaround time of the aircraft refueling cycle by identifying a specific refueling event, in which the amount of time spent in executing the event can be reduced. In certain embodiments, the aircraft ground refueling management system considers that the time of all refueling events can be potentially reduced except for the actual refueling event.

[0054] Fig. 9 An exemplary architecture of a computing device 900 that can be used to implement aspects of the present disclosure is shown, including a mobile computing device 202 and computing devices 222, 224 of a computing network 204. The computing device 900 can be in any suitable form, including a microcontroller, a microprocessor, a desktop computer, a laptop computer, a tablet computer, a mobile computing device (e.g., a smartphone, an iPod, etc.), or a microcontroller, a microprocessor, a desktop computer, a laptop computer, a tablet computer, a mobile computing device (e.g., a smartphone, an iPod, etc.). TM , iPad TM or other mobile device) or other device configured to process digital instructions. The exemplary computing device 900 may be configured specific to its intended use (in conjunction with various peripheral devices and programming instructions, as described herein) to achieve the desired operations. In addition, it should be understood that the computing device 900 is an example of a programmable electronic device, which may include one or more such computing devices, and when multiple computing devices are included, such computing devices may be coupled together with a suitable data communication network (e.g., network 220) to jointly perform the various functions, methods, and operations disclosed herein.

[0055] Generally speaking, the computing device 900 includes at least one processing device and at least one computer-readable storage device. The processing device is operable to execute data instructions stored in the computer-readable storage device to perform various operations, methods, or functions described herein.

[0056] For more specific aspects and reference Fig. 9 , computing device 900 includes at least one processing device 902, such as a central processing unit (CPU), as well as a system memory 904 and a system bus 906. System bus 906 couples various system components including system memory 904 to processing device 902. System bus 906 is one of any number of types of bus structures including a memory bus, a peripheral bus, and a local bus using any of a variety of bus architectures.

[0057] The system memory 904 includes program memory 908 and random access memory (RAM) 910. A basic input / output system (BIOS) 912, which contains basic routines (represented by transferring information within the computing device 900, such as during startup), is typically stored in the program memory 908. In some embodiments, the computing device 900 also includes a secondary storage device 914, such as a hard drive or a file server, for storing digital data. The secondary storage device 914 is connected to the system bus 906 through a secondary storage interface (INTF) 916. The secondary storage device 914 (and its associated computer-readable media) provides non-volatile storage of computer-readable instructions (including applications and program modules), data structures, and other data for the computing device 900.

[0058] Although the exemplary computing device 900 described herein employs a secondary storage device 914, in some embodiments, the secondary storage device is eliminated or its hard drive / file server configuration is replaced by an alternative form of computer-readable storage medium. Alternative forms of computer-readable storage media include, but are not limited to, magnetic tape cassettes, flash memory cards, digital video disks, Bernoulli cartridges, laser disk memory, digital versatile disk memory, and random access memory. Some embodiments of the secondary storage device 914 include non-transitory media. In addition, the computer-readable storage medium may include local storage or cloud-based storage.

[0059] A number of program modules may be stored in memory 904 or secondary storage device 914. These program modules include an operating system 918, one or more application programs 920, other program modules 922 as described herein (e.g., electronic ticketing application 210 and / or aircraft ground fuel supply management application 226), and program data 924. Computing device 900 may utilize any suitable operating system, such as Microsoft Windows TM , Google Chrome TM , Apple OS, and any other operating system suitable for a computing device.

[0060] The computing device 900 typically includes at least some form of computer readable media, such as computer readable media within memory 904 or secondary storage 914. Computer readable media includes any available media that can be accessed by the computing device 900. By way of example, computer readable media include computer readable storage media and computer readable communication media.

[0061] Computer-readable storage media include volatile and nonvolatile media, removable and non-removable media implemented in any device configured to store information (such as computer-readable instructions, data structures, program modules or other data). Computer-readable storage media include, but are not limited to, random access memory, read-only memory, electrically erasable programmable read-only memory, flash memory or other memory technology, laser disk read-only memory, digital versatile disk or other optical storage device, magnetic cassette, magnetic tape, magnetic disk storage device or other magnetic storage device, or any other medium that can be used to store the desired information and can be accessed by the computing device 900.

[0062] In some embodiments, a user provides input to the computing device 900 through one or more input devices 926. Examples of input devices 926 include a keyboard 928, a mouse 930, a camera / scanner 932, and a touch sensor 934 (such as a touchpad or touch-sensitive display). In some embodiments, the input device 926 is incorporated into the computing device 900 itself. In some embodiments, the input device 926 is external to the computing device 900 and is connected to the processing device 902 through an input interface 936 coupled to the system bus 906. The input device 926 can be connected through any number of input / output interfaces (such as a parallel port, serial port, game port, universal serial bus, or custom interface). In some possible embodiments, wireless communication between the input device and the input interface 936 is also possible, and includes infrared, Wireless technology, 802.11 / a / b / g / n, cellular or other radio frequency communications systems.

[0063] exist Fig. 9 In the exemplary embodiment of the present invention, the computing device 900 is incorporated in or operably coupled to a display device 938. Examples of display devices 938 include monitors, liquid crystal display devices, projectors, or touch-sensitive display devices. The display device 938 is also connected to the system bus 906 via an output interface 940 (such as a display controller). In addition to the display device 938, the computing device 900 can also control various other peripheral devices, such as a printing device 942 or a speaker (not shown) via the output interface 940. Like the input interface 936, the output interface 940 may include any number of input / output interfaces, such as those described in the above paragraphs.

[0064] The computing device 900 also includes a network interface 944, which includes a network communication device to transmit digital data across a data communication network 946. Examples of network interface 944 include a wireless transceiver for transmitting digital data over a wireless network. The wireless transceiver is configured to communicate with one or more wireless communication technologies (such as cellular communication, Wi-Fi communication (such as one of the IEEE 802.11 family of communication protocols), In other embodiments, the network interface 944 is an Ethernet network interface device having an Ethernet port for receiving an Ethernet cable to transmit and receive digital data across the Ethernet cable to a network 946 (such as a local area network or the Internet).

[0065] The description and explanation of one or more aspects provided in this application are not intended to limit or constrain the scope of the present disclosure claimed in any way. The aspects, examples and details provided in this application are considered to be sufficient to convey ownership and enable others to make and use the best mode of the disclosure claimed. The disclosure claimed should not be interpreted as being subject to any aspect, example or detail provided in this application. Whether it is shown and described in combination or separately, it is intended to selectively include or omit various features (both structure and method), to produce an embodiment with a specific feature set. Description and explanation of the application have been provided, and those skilled in the art can envision the variations, modifications and alternative aspects that fall within the spirit of the broader aspects of the general inventive concept embodied in this application, which variations, modifications and alternative aspects do not depart from the broader scope of the disclosure claimed.

Claims

1. A method for defining a refueling event for an aircraft ground refueling operation, the method comprising: receiving, in real time, communications from a digital controller of an aircraft ground refueling vehicle, the communications indicating an on / off state of a vehicle brake sensor of the aircraft ground refueling vehicle, an on / off state of a nozzle sensor of the aircraft refueling vehicle, and an on / off state of a disabled fuel switch of the aircraft refueling vehicle; a first ground refueling event time period defined between a first start marker including an on-state of the vehicle brake sensor and a first end marker including a subsequent first instance of an on-state of the disabled fuel switch; a second surface refueling event time period defined between a second start marker of the subsequent first instance including an open state of the disabled fuel switch and a second end marker of the subsequent last instance including a closed state of the disabled fuel switch; determining a first amount of time spent in the first ground refueling event time period based on the first start marker and the first end marker, and creating a historical record of the first amount of time spent by the aircraft ground refueling vehicle; determining a second amount of time spent in the second ground refueling event time period based on the second start marker and the second end marker, and creating a historical record of the second amount of time spent by the aircraft ground refueling vehicle; analyzing the historical record of the first amount of time and the second amount of time spent to select at least one of the first ground refueling event and the second ground refueling event as an event in which the amount of time should be reduced; as well as An output representing the analysis is generated. 2 . The method of claim 1 , wherein the first amount of time includes setting up an event to enable refueling of the aircraft. 3 . The method of claim 1 , wherein the second amount of time includes a refueling event in which fuel is transferred from the aircraft ground refueling vehicle to the aircraft. 4 . The method of claim 1 , wherein receiving the communication comprises receiving the communication at a mobile computing device proximate to the aircraft ground refueling vehicle. The method of claim 4 , wherein the communications received at the mobile computing device are transmitted to a remote computing network. The method of claim 1 , wherein receiving the communication comprises directly receiving the communication at a remote computing network.

7. The method of claim 1, wherein the communication includes a location identifier of the aircraft ground refueling vehicle.

8. The method according to claim 1, further comprising: a third ground refueling event time period defined between said subsequent last instance of the closed state of said disabled fuel switch and a subsequent electronic ticket acceptance, determining a third amount of time spent in the third ground refueling event time period, and A historical record is created regarding the third amount of time spent by the aircraft ground refueling vehicle. The method of claim 8 , wherein the third amount of time represents waiting for an event.

10. The method according to claim 1, further comprising: defining a fourth ground refueling event time period between said subsequent electronic ticket acceptance and a subsequent off-state of said vehicle brake sensor, determining a fourth amount of time spent in the fourth ground refueling event, and creating a historical record of said fourth amount of time spent in said fourth ground refueling event time period, and A historical record is created regarding the fourth amount of time spent by the aircraft ground refueling vehicle. The method of claim 10 , wherein the fourth amount of time represents a disconnect event.

12. A method for defining a refueling event for an aircraft ground refueling operation, the method comprising: receiving, in real time, communications from a digital controller of an aircraft ground refueling vehicle, the communications indicating an on / off state of a vehicle brake sensor of the aircraft ground refueling vehicle, an on / off state of a nozzle sensor of the aircraft refueling vehicle, and an on / off state of a disabled fuel switch of the aircraft refueling vehicle; defining a set event time period for an aircraft ground refueling operation between an on-state of the vehicle brake sensor and a subsequent first instance of an on-state of the disabled fuel switch; defining a refueling event time period for the aircraft ground refueling operation between the subsequent first instance of the open state of the disable fuel switch and a subsequent instance of the closed state of the disable fuel switch; defining a wait event time period for the aircraft ground refueling operation between the subsequent instance of the closed state of the disabled fuel switch and the occurrence of electronic ticket acceptance; defining a disconnect event time period for said aircraft ground refueling operation between said occurrence of said electronic ticket acceptance and a subsequent instance of an off state of said vehicle brake sensor; determining an amount of time elapsed for setup, refueling, waiting, and disconnecting in respective said setup event time period, said refueling event time period, said wait event time period, and said disconnect event time period; creating a historical record of the amount of time elapsed for said setup, refueling, waiting, and disconnection of said aircraft ground refueling vehicle; analyzing the historical record of the elapsed amounts of setup, refueling, waiting, and disconnecting time to select at least one of a setup, refueling, waiting, and disconnecting event as an event in which the amount of time should be reduced; as well as An output representing the analysis is generated.

13. The method of claim 12, wherein receiving the communication comprises receiving the communication at a mobile computing device proximate to the aircraft ground refueling vehicle.

14. The method of claim 12, wherein the communication includes a location identifier of the aircraft ground refueling vehicle. The method of claim 12 , wherein the output comprises at least one of a bar graph, a pie chart.

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