Method and apparatus for automatic aircraft de-icing

Abstract

A system for automatic de-icing or decontamination of an aircraft, the system including a mobile platform including a set of wheels and a slew drive for controlling movement of the set of wheels together with a decontamination device mounted on the mobile platform to provide a decontamination process for the aircraft, and a processor configured to receive instructions related to the decontamination process from an external entity and to control the mobile platform and the decontamination device to provide the decontamination process.

Description

[Technical Field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This application claims priority to U.S. Provisional Patent Application No. 62 / 749,185, filed October 23, 2018, which is incorporated herein by reference. [Background technology]

[0002] The present disclosure relates generally to aircraft, and more particularly to methods and apparatus for automating de-icing processes on aircraft. Summary of the Invention

[0003] Airport and airline de-icing management for decision-making, marshalling, spraying, inspection, scheduling, and radio direction finder (RDF) provisioning is largely manual. Some advanced information systems are used to reduce manual involvement and costs. However, this only partially mitigates or reduces the risks and drawbacks of the system; human performance remains the single most critical and challenging part of the process, leading to severe breakdowns and delays in winter flight schedules. The disclosed method and apparatus overcome at least one of these drawbacks.

[0004] This device can be considered to include two distinct innovations: the first can be considered a drive platform, also described as an autonomous mobile platform (AMP), and the second can be considered the integration of a set of spray arms (for supplying deicing fluid) with the AMP.

[0005] In one embodiment, the AMP is a multi-wheeled chassis that can navigate and traverse an entire airfield (or airport) independently or under remote control. In another embodiment, a set of spray arms integrated with the AMP is configured to perform a specific task, which in this embodiment is to apply de-icing fluid. In other embodiments, the set of spray arms may be used to apply other liquids to the aircraft.

[0006] In one aspect of the present disclosure, a system for automatic de-icing of an aircraft is provided, the system comprising: a mobile platform including a set of wheels and a slew drive for controlling movement of the set of wheels; a contaminant removal device mounted on the mobile platform for providing a contaminant removal process for the aircraft; and a processor configured to receive instructions related to the contaminant removal process from an external entity and to control the mobile platform and the contaminant removal device to provide the contaminant removal process.

[0007] In another aspect, the contaminant removal apparatus comprises a crane arm section and at least one spray arm section. In one aspect, the crane arm section is mounted to a mobile platform and the at least one spray arm section is pivotally connected to the crane arm section. In yet another aspect, the at least one spray arm section comprises an upper spray arm section and a lower spray arm section.

[0008] In another aspect, the upper spray arm section is pivotally connected to the lower spray arm section. In a further aspect, the upper spray arm section and the lower spray arm section each include a nozzle for supplying deicing fluid or compressed gas to the aircraft. In another aspect, the system further includes a set of sensors for determining environmental conditions and communicating the environmental conditions to the processor. In yet another aspect, the system further includes a set of LEDs for indicating operational and / or event status of the system. In another aspect, the nozzles articulate independently in axes parallel and perpendicular to the spray arm section to which they are attached.

[0009] Embodiments of the present disclosure will now be described, by way of example only, with reference to the accompanying drawings, in which: [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a schematic diagram of an apparatus for automatic de-icing of an aircraft; [Figure 2] FIG. 2 is a schematic diagram of the crane arm and spray arm sections of the device of FIG. 1. [Figure 3a] 1 is a schematic perspective view of a system for automatic de-icing of an aircraft; [Figure 3b] FIG. 2 is another schematic perspective view of a system for automatic de-icing of an aircraft. [Figure 4a] FIG. 2 is a further schematic perspective view of a system for automatic de-icing of an aircraft. [Figure 4b] FIG. 2 is a further schematic perspective view of a system for automatic de-icing of an aircraft. [Figure 4c] FIG. 2 is a further schematic perspective view of a system for automatic de-icing of an aircraft. [Figure 5a] FIG. 1 is a top view of a stage for a single-unit system for automatic aircraft de-icing. [Figure 5b] FIG. 1 is a top view of a stage for a single-unit system for automatic aircraft de-icing. [Figure 5c] FIG. 1 is a top view of a stage for a single-unit system for automatic aircraft de-icing. [Figure 6] 2 is another schematic diagram of an embodiment of an apparatus for automatic de-icing of an aircraft; DETAILED DESCRIPTION OF THE INVENTION

[0011] The present disclosure relates to a method and system for automating aircraft de-icing. In one embodiment, the system can be considered a mobile de-icer that includes a mobile platform (which can be considered a swiveling platform or a freestanding mobile platform) that allows the system to move around an airport from a departure location to a de-icing location. In one embodiment, the departure location can be a location where the de-icer is located, and the de-icing location is a location where an aircraft requiring de-icing is located.

[0012] In operation, the system may traverse the contour of the aircraft, applying or spraying de-icing fluid to the fuselage and tail (and other portions) of the aircraft in a continuous motion. The mobile platform preferably includes a set of swiveling wheels, which allows the mobile platform to be considered a swiveling drive platform. In one embodiment, this allows the device to pivot 90 degrees without moving from a resting position.

[0013] In another embodiment of the present disclosure, the system includes a swiveling drive platform and a dedicated / dynamic de-icing fluid and / or compressed gas spray system. The device may further include ice detection camera technology to monitor the de-icing process or to assist in determining where de-icing is required. The device is preferably integrated as part of an overall de-icing management system capable of providing at least job identification information, location information, aircraft type information, liquid monitoring information, and / or pilot management information, without limiting the list.

[0014] Referring to Figure 1, a schematic diagram of a system for automatic aircraft de-icing is shown. System 10 includes a mobile platform 12, which itself includes a platform 14 and a set of wheels 16 attached to platform 14 that allow system 10 to move from a starting position to a de-icing position. In a preferred embodiment, wheels 16 can rotate or swivel relative to platform 14. This may be enabled by a swivel drive 25. More importantly, wheel swivel can be performed when system or apparatus 10 is in a stationary position.

[0015] In this embodiment, a crane arm section 18 is mounted on the platform 14. The crane arm section 18 is mounted so that it can pivot or move relative to the platform 14. A de-icing spray arm section 20 is mounted on the crane arm section 18. Although three separate de-icing spray arm sections are shown in FIG. 1, it will be understood that the design of the spray arm sections 20 can be based on the requirements of the system 10. In a preferred embodiment, the system includes a system drive train that controls the crane arm section and the de-icing spray arm section. In a preferred embodiment, the spray arm sections are electrically powered by a single battery. In another embodiment, the spray arm sections can extend and retract relative to each other.

[0016] The spray arm sections 20 are preferably coupled to each other and to the crane arm section 18 via separate joints 22 that allow the spray arm sections 20 and crane arm section 18 to pivot relative to each other. In FIG. 1 , the apparatus is shown in one of a number of operating positions in which the spray arm sections 20 are ready to dispense deicing fluid. Alternatively, the spray arm sections can dispense compressed gas or a combination of deicing fluid and compressed gas to remove contaminants. The spray arm sections 20 further include a set of deicing nozzles 24 that supply deicing fluid (and / or compressed gas) to the aircraft. Each nozzle 24 is independently articulatable in both axes parallel and perpendicular to the boom or spray arm section. The apparatus 10 also includes a deicing fluid supply mechanism and reservoir 27. The mechanism and reservoir includes a pump that helps supply deicing fluid or compressed gas to the spray arm sections 20 and deicing nozzles 24. In one embodiment, the pump is an electric diaphragm pump. In this embodiment, the system further includes a heating device 29 for heating the deicing liquid, although the deicing liquid may be heated at a different location before being placed in the reservoir 27 at a predetermined temperature maintained by the reservoir 27.

[0017] The apparatus 10 also includes a processor 26 that controls the apparatus 10. The processor 26 can be located, embedded, or mounted anywhere within the apparatus, such as in or on the wheeled platform 14 or in the crane arm 18. In this embodiment, the processor 26 is located within the platform 14. The processor 26 is preferably protected from damage by a housing or by another component of the apparatus 10. The processor 26 preferably includes a communications module that enables it to communicate with external parties using a wireless communications protocol. The processor can also process messages or instructions received from external parties. The processor can also transmit information such as, but not limited to, the status of the apparatus and its current operational progress, fault reports, incomplete operations, or jobs that could not be completed. The system can also determine the level of remaining liquid to determine when the system's reservoir needs to be refilled. The processor can also receive movement instructions, such as a travel path, or control instructions from a joystick controlled by a remote user.

[0018] The device may further include a set of sensors 31 to assist in determining safe operating conditions including wind speed, temperature and other environmental conditions. A set of sensors and cameras may further determine contamination levels.

[0019] The use of a pivoting platform that allows the wheels 16 to rotate, for example, 90 degrees when in a stationary position is new to the de-icing industry and provides previously unrecognized advantages. Also, by allowing the device to move independently (or at least without an operator), the de-icing process can be carried out without requiring a human to be present to manually control the mobile platform 12 and / or the spray arm portion 20 and crane arm portion 18.

[0020] In further embodiments, the devices include components for communicating and transmitting information to external parties, thereby enabling external parties to coordinate the fleet of mobile de-icers to effectively address complex winter operational requirements. In one embodiment, each device can include a visual indication process system (VIPS) that includes high-intensity LEDs for communicating the operational status and mode of the mobile de-icer. Different colors indicate when it is safe for ground personnel to approach the de-icer and also provide a remote operator with the ability to interpret, using a camera system (described below), what state the de-icer is in, which correlates to a given system. In one embodiment, colors can be used as follows (it will be understood that colors can correspond to other operational states and events):

[0021] [Table 1]

[0022] In further embodiments, the device may have the capability to perform a self-test to determine whether the device is operating efficiently and as intended. This self-test may include all systems and subsystems on the mobile platform or device. Preferably, a built-in self-test (BIST) is performed at startup, periodically during operation, and when switching between operating modes and configurations. The mobile platform may also detect errors or faults that occur during operation. The mobile platform may notify an external party of these errors and alarms.

[0023] Referring to FIG. 2, a schematic diagram of another embodiment of the crane arm section 18 and de-icing spray section 20 is shown in a retracted position. In this embodiment, there are only two spray arm sections 20. As noted above, the crane arm section 18 is connected to one of the de-icing spray arm sections 20 via a pivot joint 22. In this embodiment, the de-icing spray arm section 20 includes a lower spray arm section 28 and an upper spray arm section 30, with the two spray arm sections 28 and 30 connected by the pivot joint 22. The pivot joint 22 allows the device to move from this retracted position to one of its operating positions, such as the position shown diagrammatically in FIG. 1. The device may further include ice blaster sprays 32 dedicated to de-icing areas typically difficult to de-ice with the de-icing sprays 24. In this embodiment, the lower spray arm section 28 may be considered an ice blade de-icing section, and the upper spray arm section 30 may be considered an ice hammer de-icing section used on the aircraft fuselage. The ice blade de-icer may be used to scrape excess ice from the aircraft fuselage, and the ice hammer de-icer may be used to remove larger pieces of ice that have accumulated on the aircraft fuselage.

[0024] 3a, a schematic front view of a system for automatic de-icing of an aircraft is shown. In this embodiment, the system includes a pair of devices 10 for performing automatic de-icing of an aircraft 50, with each device 10 configured to de-ice one side of the aircraft 50.

[0025] During operation, each device 10 preferably receives instructions from a remote controller, such as a joystick, controlled by an external party or de-icing personnel. These instructions may include the location of the aircraft to be de-iced (or de-icing location) within the airport (e.g., Global Positioning System (GPS) coordinates), the type of aircraft to be de-iced, and the type of de-icing required. The type of de-icing required may include the location on the aircraft where de-icing is required, or the type of de-icing fluid required to de-ice the aircraft, or both. Other de-icing information may also be transmitted, as will be appreciated by those skilled in the art.

[0026] Each apparatus 10 can be located anywhere within the airport (a departure location), such as in a different hangar or a different de-icing facility, provided that the departure location is known by an outside party. Alternatively, each apparatus 10 can be located within the same de-icing facility, but in a different aircraft bay. Having mobile de-icing apparatus 10 allows one mobile de-icer to service multiple aircraft bays, thereby requiring less equipment than some current systems in which each aircraft de-icing bay has its own fixed-position de-icer, typically operated by an on-site de-icing crew.

[0027] After receiving instructions, the device 10 travels through the airport from a departure location to a de-icing location or to the location of the aircraft it has been instructed to de-ice. During travel, the crane arm section 18 and the spray arm section 20 are preferably in a retracted position. After reaching the de-icing location, the crane arm section 18 and the spray arm section 20 move from the retracted position to the operating position shown diagrammatically in Figure 3a. The operating position of the spray arm section is preferably determined by instructions received from an external party and may be changed during the decontamination and removal process.

[0028] The devices 10 can then begin the de-icing process based on the received instructions. The instructions preferably include the type of aircraft on which the operation is being performed, so that each device 10 moves around or contours the aircraft along one side of the aircraft, applying or spraying de-icing fluid (and / or compressed gas) based on the de-icing location information and type of aircraft information. In some cases, the movement of the mobile platform may be continuous, and in other cases, the mobile platform may stop to allow for extended de-icing or decontamination. As shown in FIG. 3a, devices are spraying or applying de-icing fluid to each side of the fuselage of the aircraft 50.

[0029] As the deicing fluid is sprayed onto the aircraft 50, the apparatus moves next to the aircraft, such as from the front to the rear of the aircraft. To allow for lateral movement of the apparatus, the wheeled platform preferably includes rotatable wheels, such as enabled by a slewing drive. As each apparatus moves along the aircraft 50, the crane arm portion 18 and the spray arm portion 20 can move accordingly based on received instructions as the mobile platform moves along the contours of the aircraft.

[0030] Referring to FIG. 3b, another schematic front view of a system for automatic aircraft de-icing is shown. As can be seen in this figure, the spray arm section 20 is in another operational position, de-icing the fuselage and tail of the aircraft 50. The position of the spray arm section 20 is controlled by the processor 26 via instructions provided by an external party. The movement of the spray arm section 20 and the crane arm section 18 is preferably controlled by the processor 26. In a preferred embodiment, the movement of the mobile platform 14 and the swing drive section 25 is also controlled by the processor 26. While not shown, it will be appreciated that various safety measures, such as, but not limited to, light detection and ranging (LIDAR), can be employed to reduce the likelihood of a collision or accident involving the equipment. Other safety measures related to autonomous vehicles are also contemplated.

[0031] Because some de-icing operations may require multiple mobile de-icers to be combined to complete the operation, as shown generally in Figures 3a and 3b, the mobile de-icers may be assigned different parts of the operation, either individually or as groups. The de-icing process may be divided into parts; for example, one mobile de-icer or group of mobile de-icers may be assigned to a particular area of ​​the aircraft (e.g., the left wing), or the mobile de-icers may be assigned to apply a particular type of de-icing fluid or a particular temperature or concentration of de-icing fluid. Each mobile de-icer also has a "standby" mode, ready to take over for another mobile de-icer in a "hot swap" manner if fluid replenishment or unexpected maintenance is required.

[0032] Each device 10 preferably has the ability to communicate with other devices 10 to share information and reach consensus on environmental and operating conditions. By sharing weather data (collected on and off the platform), the mobile platform can determine if environmental conditions are safe for de-icing operations (e.g., wind speed to determine if it is safe to extend the boom).

[0033] In a preferred embodiment, an external party can issue a stop command to immediately stop all current operation and enter a "safety mode." In this safety mode, the positions of all wheels, booms, sprayers, and other moving parts of the device 10 are immediately suspended and maintained. If any part of the device is moving when the stop command is issued, that part will immediately stop and maintain its position within predefined speed constraints. Each device 10 also preferably has the capability to issue a stop command if it detects unintended physical contact with an aircraft, another mobile platform, an obstacle, or itself (e.g., a boom striking the body). Other devices operating in conjunction with the device that issued the stop command must also comply with the stop command until an external party corrects the fault or the situation is deemed safe for continued operation.

[0034] Referring to FIG. 4a, another schematic front view of a system for automatic aircraft de-icing is shown. In this embodiment, in addition to the apparatus 10 used to de-ice the aircraft 50, the system may further include a set of cameras used to assist in monitoring the de-icing process. One set of cameras 52 may be mounted on a pole 54 away from the aircraft in a position that allows them to capture images of the aircraft. As shown, the cameras 52 are aimed at the aircraft fuselage to capture images of the aircraft fuselage during the de-icing process. In one embodiment, the set of cameras 52 is capable of capturing thermal images. Images captured by these cameras 52 may be used by an individual to confirm that sufficient de-icing has been completed by the apparatus 10 or to provide further de-icing instructions for areas requiring additional de-icing or contaminant removal.

[0035] The system may include an additional set of cameras 56, such as cameras mounted on the apparatus 10, to capture images of the aircraft fuselage. Images, such as those shown schematically in FIG. 4a and labeled "Icebot View," may be transmitted to designated personnel. It will be understood that in some embodiments, only one of the sets of cameras may be used. Any images captured by either set of cameras may be transmitted to designated personnel. Images may be transmitted from the cameras to the pilot or to a remote display for viewing by the designated personnel. Based on these images, the pilot may be given permission to proceed to the runway, or instructions may be provided to the apparatus to perform further de-icing.

[0036] As shown in the lower part of Figure 4a, an image may be provided to the pilot so that the pilot can also provide operational confirmation or be satisfied with the performance of the de-icing equipment. Alternatively, the pilot operational confirmation may be a request from the pilot regarding de-icing or may form part of instructions provided to the equipment 10 by an external party. By knowing the location of each piece of equipment under its control, the main control system can provide an overview or geospatial management screen so that the location of each piece of equipment can be monitored.

[0037] Figure 4b is another schematic front view of a system for automatic aircraft de-icing, with the device de-icing the tail of the aircraft. Figure 4c is a view similar to Figure 4a, with the geospatial information replaced with an operational control interface. In a preferred embodiment, control of the device is preferably via a de-icing control management system, which may also be considered external.

[0038] Referring to Figures 5a and 5b, a schematic diagram of a single-apparatus system is shown. Figure 5a is a top view of the operation of a single apparatus on a Boeing 777 aircraft. As shown in Figure 5a, one embodiment of the stages in which a single apparatus may stop to de-ice an aircraft is shown. In this embodiment, the apparatus 10 stops at 20 stages around the aircraft to apply or spray de-icing fluid based on instructions from an outside party, although the number of stages and the location of the stages may vary. In one embodiment, the apparatus travels in the direction of the arrow, although it will be understood that the apparatus may move in the opposite direction from the arrow. Figure 5b shows a top view of the operation of a single-apparatus system on a Boeing 747. Figure 5c shows a similar top view, along with a screen that may be displayed to an operator based on information provided by the apparatus.

[0039] Referring to Figure 6, another schematic diagram of the apparatus is shown.

[0040] In another embodiment, the mobile platform is configured to withstand 60,000 pounds, include safety features such as ground collision avoidance, receive a set of latitude and longitude measurements and coordinates, track a straight line vector between points while maintaining an X,Y orientation of the platform such that the platform does not rotate as it moves through the vector segment, define slow and fast speeds, and be remotely controllable.

[0041] The spray arm is preferably capable of communicating with a processor to indicate possible intrusions / collisions to allow for correction of the platform or direction of travel of the device. The processor preferably includes the capability to determine fuel capacity (battery and diesel). The device is preferably capable of storing Type 1 and Type 4 fluid tanks. The device is also preferably capable of providing operating power for a predetermined period of time, such as 8 hours.

[0042] Some technical requirements for the spray arm section may include its power requirements, both electrical and hydraulic. In a preferred embodiment, the spray arm section or crane arm section is bolted to the platform, although other methods of attachment are contemplated. The spray arm section preferably includes an articulated arm that can extend, retract, and / or move vertically. Additionally, the spray arm section preferably includes an articulating hand at its terminal end that houses a pre- and post-application analytical sensor package and liquid and air injection nozzles. The device may further include sensors to measure the flow rate, temperature, and density of the liquid. In a preferred embodiment, the liquid is applied independently.

[0043] The overall control of the apparatus preferably includes a computer system or module configured to drive the chassis drives and sensors of the wheeled platform, perform control of the spray arm sections, and combine central intelligence for overall command and control coordinating the apparatus.

[0044] Although the present disclosure has been shown and described herein with reference to preferred embodiments and specific examples thereof, it will be readily apparent to those skilled in the art that other embodiments and examples may perform similar functions and / or achieve similar results, and all such equivalent embodiments and examples are within the spirit and scope of the present disclosure.

[0045] In the foregoing description, for purposes of explanation, numerous details are set forth in order to provide a thorough understanding of the embodiments. However, it will be apparent to one skilled in the art that these specific details may not be required. In other instances, well-known structures may be shown in block diagram form in order to avoid obscuring the understanding. For example, specific details are not provided regarding whether elements of the embodiments described herein are implemented as a software routine, a hardware circuit, firmware, or a combination thereof.

[0046] Embodiments of the present disclosure or components thereof may be provided or represented as a computer program product stored on a machine-readable medium (also referred to as a computer-readable medium, a processor-readable medium, or a computer-usable medium encoded with computer-readable program code). The machine-readable medium may be any suitable tangible, non-transitory medium, including magnetic, optical, or electrical storage media, including diskettes, compact disk read-only memories (CD-ROMs), memory devices (volatile or non-volatile), or similar storage mechanisms. The machine-readable medium may include various sets of instructions, code sequences, configuration information, or other data that, when executed, cause a processor or controller to perform method steps according to embodiments of the present disclosure. Those skilled in the art will appreciate that other instructions and operations necessary to carry out the described implementations may also be stored on a machine-readable medium. The instructions stored on the machine-readable medium may be executed by a processor, controller, or other suitable processing device, and may interface with circuitry to perform the described tasks.

Claims

1. 1. A system for automatic de-icing of an aircraft, comprising: a mobile platform including a set of wheels and a swivel drive for controlling movement of the set of wheels and allowing the set of wheels to rotate 90 degrees; a contaminant removal device mounted on said mobile platform for providing contaminant removal treatment to said aircraft; a processor configured to receive instructions from an external entity related to the contaminant removal process and to control the mobile platform and the contaminant removal device to provide the contaminant removal process; The mobile platform traverses the contour of the aircraft while the decontamination treatment is being provided to the aircraft.

2. The system of claim 1 , wherein the contaminant removal device comprises a crane arm portion and at least one spray arm portion.

3. The system of claim 2 , wherein the crane arm section is mounted to the mobile platform and the at least one spray arm section is pivotally connected to the crane arm section.

4. The system of claim 2 , wherein the at least one spray arm section comprises an upper spray arm section and a lower spray arm section.

5. 5. The system of claim 4, wherein the upper spray arm section is pivotally connected to the lower spray arm section.

6. 6. The system of claim 5, wherein the upper spray arm section and the lower spray arm section each include a nozzle for supplying deicing fluid or compressed gas to the aircraft.

7. a sensor for determining an environmental condition and communicating said environmental condition to said processor; The system of claim 1 further comprising a set.

8. The system of claim 1 further comprising a set of LEDs for indicating operational and / or event status of the system.

9. 7. The system of claim 6, wherein the nozzles articulate independently in axes parallel and perpendicular to the spray arm portion to which they are attached.

Images