GB2613697A

GB2613697A - Manoeuvring aircraft on the ground

Info

Publication number: GB2613697A
Application number: GB2216688.8A
Authority: GB
Inventors: Keene David; Brewerton Simon
Original assignee: Richmond Design and Marketing Ltd
Current assignee: Richmond Design and Marketing Ltd
Priority date: 2021-11-10
Filing date: 2022-11-09
Publication date: 2023-06-14
Also published as: GB202216688D0; GB2613333A

Abstract

A vehicle for manoeuvring an aircraft on the ground, comprising a drive system 13 with a driven wheel 131 and a steerable wheel 131. The vehicle further comprises a controller 14 configured to control the drive system in response to control signals, a processor 15 configured to provide control signals to the controller, and a lifting mechanism for lifting a ground-engaging portion of an aircraft off the ground. The steerable wheel enables the vehicle to travel in a longitudinal direction and a lateral direction. The vehicle may additionally comprise omnidirectional wheels. The vehicle may comprise a pair of vehicle modules 1, each vehicle module comprising a roller 16 for engaging a ground-engaging portion of an aircraft, wherein the lifting mechanism comprises the roller of each vehicle module. The vehicle may be configured to move the rollers towards each other when each of the rollers engages an opposite side of a same ground-engaging portion of an aircraft to enable the vehicle modules to lift the ground-engaging portion off the ground using the rollers. A system comprises a plurality of the vehicles with a communication link between the plurality of vehicles.

Description

MANOEUVRING AIRCRAFT ON THE GROUND

TECHNICAL FIELD

The present invention relates to a vehicle for manoeuvring an aircraft on the ground, a system comprising a plurality of vehicles for manoeuvring an aircraft on the ground, and a method of manoeuvring an aircraft on the ground

BACKGROUND

Aircraft are required to be manoeuvred on the ground. For example, there may be a requirement to move an aircraft from a runway threshold to a passenger or cargo terminal. Although some aircraft may be capable of taxiing on the ground under their own power, it may not always be desirable for an aircraft to do so. For example, noise regulations may prevent aircraft engines from being active in areas in proximity to a passenger terminal. Taxiing an aircraft under its own power also utilises fuel which could otherwise be used for flight and may produce undesirable emissions. in addition, some aircraft, such as helicopters, do not have landing gear comprising wheels and instead have skids to land on. These aircraft are therefore not in themselves capable of moving on the ground. There is therefore a requirement for external vehicles configured to manoeuvre aircraft on the ground. A typical example of such a vehicle is a human-operated, petrol-or diesel-powered aircraft tug.

In some scenarios, such as small regional airports operating light aircraft, it is not feasible to utilise conventional aircraft tugs, for example due to cost and space restrictions. In addition, the manoeuvrability of an aircraft on the ground using a conventional aircraft tug is restricted. A conventional aircraft tug can only tow an aircraft in a longitudinal direction, i.e. forwards and backwards, which results in a large turning circle. This is often not suitable for smaller airports where ground space is restricted. As a result, smaller airports typically limit ground movement of aircraft to taxiing to the runway threshold, meaning that passengers and cargo are required to be moved from terminal buildings, across the airport ground space and to an aircraft.

This is often undesirable, such as in inclement weather conditions.

The restricted manoeuvrability of an aircraft on the ground using a conventional aircraft tug presents additional challenges in moving the aircraft around an airport environment, such as to and within hanger space. Typically, additional personnel will be required to 'spot' a tug driver as the aircraft is being manoeuvred, providing instructions to thc driver to avoid obstacles. These challenges will increase in the future as more aircraft utilise alternative propulsion means, such as electric or hydrogen, and are required to be moved to battery charging stations, hydrogen fuelling docks etc. Smaller electric aircraft (or hydrogen powered) for example can be used in smaller airports, and such airports cannot justify the cost of mobile passenger gangways/tunnels connected to the terminal.

SUMMARY

A first aspect of the invention provides a vehicle for manoeuvring an aircraft on the ground. The vehicle comprises: a drive system comprising at least one driven wheel and at least one stccrable wheel; a controller configured to control the drive system in response to I5 control signals; a processor configured to provide control signals to the controller; and a lifting mechanism for lifting a ground-engaging portion of an aircraft off the ground; wherein the at least one steerable wheel is configured to enable the vehicle to travel in a longitudinal direction and a lateral direction.

By lifting a ground-engaging portion of an aircraft off the ground, the vehicle is able to easily manoeuvre the aircraft on the ground in any direction without having to overcome the frictional force between the ground-engaging portion and the ground, i.e. without dragging the ground-engaging portion along the ground. It will be appreciated that in use, a ground-engaging portion of an aircraft may be lifted completely off the ground or may be sufficiently lifted off the ground such that the ground-engaging portion brushes the ground with a lot less friction than when it is not lifted.

A ground engaging portion of an aircraft may allow the aircraft to travel on the ground, but only in a longitudinal direction. For example, the ground-engaging portion may be a wheel which allows the aircraft to travel forwards and backwards on the ground. By lifting the wheel off the ground, the aircraft can be moved easily in directions other than forwards and backwards. For example, lifting the wheel off the ground enables the aircraft to be moved from side to side.

The vehicle of the first aspect of the invention enables a ground-engaging portion of an aircraft, such as a wheel, a skid or a foot, to be lifted off the ground in order to manoeuvre the aircraft. Once the ground-engaging portion is lifted off the ground, at least the ground-engaging portion of the aircraft can be moved in a longitudinal direction, i.e. forwards or backwards, and in a lateral direction, i.e. side to side, as well as in a direction having both a longitudinal and lateral component; for example, the vehicle may be able to rotate or spin about a vertical axis of the vehicle. This improves the manoeuvrability of the aircraft on the ground which addresses the problems outlined above.

Another advantage of the vehicle of the first aspect of the invention is that it can be used to manoeuvre an aircraft on the ground by lifting a fixed wheel of the aircraft, or by lifting a steerable wheel of an aircraft without transferring a turning torque to the steering mechanism of the steerable wheel. For example, known methods of manoeuvring an aircraft on the ground may comprise lifting a nose wheel of the aircraft off the ground and towing the aircraft via the nose wheel. This method is significantly restricted where the nose wheel is fixed, i.e. not steerable, and the aircraft can only be towed in a lateral direction. Where the nose wheel is steerable, the aircraft can be steered on the ground to an extent when being towed via the nose wheel; however this requires transferring torque from the towing means to the steerable wheel. This is undesirable, as the amount of torque that a steerable nose wheel can accommodate is often limited.

The lifting mechanism may comprise any suitable mechanism for lifting a ground-engaging portion of an aircraft off the ground. For example, the lifting mechanism may comprise a hydraulic or electro-mechanical jack. In another example, the lifting mechanism may comprise a ramp formed by a roller or a series of rollers, wherein, in use, the vehicle may be driven to a wheel of an aircraft to engage the lower end of the ramp between the wheel and the ground. Further movement of the vehicle towards the wheel will then cause the ramp to move underneath the wheel, such that the wheel rises up the ramp and above the ground.

The vehicle may comprise any suitable means to configure the at least one steerable wheel to enable the vehicle to travel in a longitudinal direction and a lateral direction. For example, a turntable may be provided to rotate the or each steerable wheel about an axis perpendicular to the rotation axis of the wheel. Alternatively, or additionally, the at least one steerable wheel may comprise one or more omni-wheels. In some embodiments, all wheels of the vehicle may be steerable.

The drive system may comprise at least one driven wheel which is also a steerable wheel, or the or each driven wheel of the drive system may also be a steerable wheel.

In an alternative to the at least one steerable wheel, the drive system may comprise one or more fixed longitudinal wheels arranged to enable the vehicle to travel in a longitudinal direction and one or more selectively deployable lateral wheels arranged IS to enable the vehicle to travel in a lateral direction. For example, the rotational axes of the longitudinal wheels and the lateral wheels may be arranged perpendicularly to one another. In some embodiments, the drive system may comprise one or more deployable longitudinal wheels and one or more deployable lateral wheels. When the vehicle is required to travel in a longitudinal direction, the longitudinal wheels may be deployed and the lateral wheels may be retracted, and when the vehicle is required to travel in a lateral direction, the lateral wheels may be deployed and the longitudinal wheels may be retracted.

It will be appreciated that the drive system and the lifting mechanism of a vehicle according to an embodiment of the invention will be suitably configured for the intended application of the vehicle. For example, the drive system may be restricted to moving the vehicle at a maximum speed of 25 mph. The lifting mechanism may be capable of lifting a load of 5000 kg or more.

The vehicle may comprise a pair of vehicle modules which together co-operate to lift the aircraft, in use. Each vehicle module may comprise: a drive system comprising at least one driven wheel and at least one steerable wheel, wherein the at least one steerable wheel is configured to enable the vehicle module to travel in a longitudinal direction and a lateral direction; a controller configured to control the drive system in response to control signals; and a processor configured to provide control signals to the controller.

The vehicle may be configured to move the pair of vehicle modules towards each other such that, in use, the vehicle modules engage an opposite side of a same ground-engaging portion of an aircraft to and enable the vehicle modules to lift the ground-engaging portion off the ground.

Each vehicle module may comprise a roller for engaging a ground-engaging portion of an aircraft. The lifting mechanism may comprise the roller of each vehicle module. The vehicle may be configured to move the rollers towards each other when each of the rollers engages an opposite side of a same ground-engaging portion of an aircraft to enable the vehicle modules to lift the ground-engaging portion off the ground using the rollers.

In some embodiments, a plurality of rollers may take the place of the roller. This may help to spread the load of a ground-engaging portion of an aircraft in use.

it will be appreciated that the term 'pair' does not necessarily limit the vehicle to comprising two identical vehicle modules. While the vehicle modules may indeed be identical in some embodiments, in other embodiments there may be difference between the modules which are immaterial to the combined function of the vehicle modules. In other embodiments, the vehicle may comprise more than two vehicle modules, wherein two or more of the vehicle modules are identical or only comprise differences which are immaterial to the combined function of the vehicle modules.

The vehicle may be configured to move the vehicle modules towards each other when each of the rollers engages an opposite side of a same ground-engaging portion of an aircraft to move the rollers towards each other and cause the rollers to lift the ground-engaging portion off the ground.

By simply moving the vehicle modules towards each other as above, the ground-engaging portion can be lifted off the ground without the need for a complex hydraulic or electro-mechanical lifting mechanism.

In an example use case, the vehicle modules may be arranged such that the roller of each module engages the circumference of a wheel of an aircraft on opposite sides of the centre of the wheel, below the height of the maximum radius of the wheel above the ground. In some examples, the vehicle modules may be arranged such that the roller of each module engages the circumference of the wheel below a mid-point between the ground and the maximum radius of the wheel, or below a point 30-40% of the height of the maximum radius of the wheel above the ground. This may assist in the lifting process as at least part of the weight of the wheel assists in engaging the wheel with the rollers Once the rollers have engaged the circumference of the wheel, moving the vehicle modules towards each other will then cause the rollers to push the wheel upwards, with the rollers rotating freely as the wheel is lifted off the ground. In some embodiments, the rollers may be powered. Powering the rollers to rotate during the lifting process may cause the wheel to rotate and climb onto the rollers. Once the wheel is a desired height above the ground, the vehicle modules can be brought to a stop before they are then controlled in synchronicity to manoeuvre the aircraft on the ground It will be appreciated that the vehicle modules can also be used as chocks, with the vehicle modules held stationary, for example once the rollers, if provided, engage the ground-engaging portion of the aircraft to inhibit unwanted movement of the aircraft on the ground. In some embodiments, the vehicle or vehicle modules may comprise clamping means to clamp onto a ground-engaging portion of an aircraft, either before or after lifting the ground-engaging portion. This may help to anchor the aircraft to inhibit unwanted movement of the aircraft, for example in the vent of high winds.

It will be appreciated that the rollers arc not limited to use with ground-engaging portions of aircraft in the form of wheels. For example, the rollers can be used to engage a circumference of a skid of a helicopter or other VTOL aircraft, or similar, and lift the aircraft in the same way as described above. This is advantageous over prior art apparatus which may only be capable of manoeuvring aircraft which have wheels. In some examples, ground-engaging portions of aircraft may be fitted with brackets or suitable fittings which provide a structure for engagement by the rollers (or other lifting coupling of the vehicle). The vehicle may also be fitted with an additional lifting mechanism, such as a hydraulic jack or the like, so as to be able to lift ground-engaging portions which may not have a suitable structure for engagement by the rollers. The ground-engaging portions may have a lifting fitting provided on them that is engageable by a complementary fitting on a lifting component of the vehicle.

In an alternative embodiment, the rollers may be mounted on extending arms such that the rollers can be moved towards each other when the vehicle modules are stationary and facing each other. However, this may require strong supporting linkages for the extending arms. Fixing the rollers in position on the respective vehicle module and lifting an aircraft by moving the vehicle modules towards each other, as described above, removes the need for such supporting linkages.

The rollers may be height-adjustable so that they can accommodate different diameters or sizes of ground-engaging portions of aircraft. For example, the rollers may be height adjustable such that they can be positioned below the height of the maximum radius of a wheel of an aircraft above the ground.

Each vehicle module may comprise a main body or chassis and the height of the rollers above the ground may be fixed relative to the respective main body or chassis. The height of the main body or chassis relative to the ground may be adjustable to adjust the height of the respective roller above the ground, for example by means of adjustable suspension which mounts the wheels of the respective vehicle module to the main body or chassis. Alternatively, or additionally, each roller may be mounted to the respective main body or chassis by a height-adjustment mechanism which enables the height of the roller above the ground to be adjusted relative to the main body or chassis, in some embodiments, the rollers may be replaceable with rollers of different diameters to accommodate aircraft ground-engaging portions of different diameters. In some embodiments, at least one of the vehicle modules may comprise a plurality of rollers provided at different heights to enable different diameter wheels to be accommodated.

Each vehicle module may comprise a coupling part configured to couple to the coupling part of the other vehicle module. In use, the coupling parts may be coupled together after the vehicle modules have lifted a ground-engaging portion of an aircraft above the ground and before the vehicle modules are controlled to manoeuvre the aircraft. In some embodiments, the coupling parts may be coupled together before the vehicle modules have lifted a ground-engaging portion of an aircraft above the ground. Coupling the vehicle modules together may help to inhibit unintentional coming apart of the vehicle modules in operation. In other embodiments, the vehicle modules may not comprise the coupling parts and the vehicle modules may be suitably controlled to move in synchronicity such that they do not move relative to each other in operation.

Each vehicle module may comprise part of a linkage mechanism, the coupling parts of the vehicle modules forming part of the respective part of the linkage mechanism. The linkage mechanism may allow the vehicle modules to move towards each other and inhibit movement of the vehicle modules away from each other after the coupling parts have coupled. The linkage mechanism may be operable to pull the vehicle modules towards each other when the coupling parts are coupled while at the same time inhibiting movement of the vehicle modules away from each other. The linkage mechanism may comprise a non-powered resilient biasing means or a powered mechanism to pull the towards each other when the coupling parts are coupled It will be appreciated that lifting of a ground-engaging portion of an aircraft using the vehicle modules may be achievable in a number of different ways The wheels and rollers of the vehicle modules may be operable in a freewheel mode while the linkage mechanism, where provided, pulls the vehicle modules together with the rollers engaging the ground-engaging portion. Alternatively, the wheels of the vehicle modules may be operated in a freewheel mode, and the rollers, where powered, may be driven to roll the ground engaging-portion upwards and, in doing so, pull the vehicle modules towards each other. Alternatively, the rollers may be operated in a freewheel mode and the drive system of the vehicle modules controlled to move the vehicle modules towards each other, thereby driving the ground-engaging portion upwards via the rollers.

The coupling part of each vehicle module may comprise a universal coupling part configured to couple to a further coupling part other than the coupling part of the other vehicle module. The further coupling part may be a coupling part of an auxiliary apparatus, such as a snow plough, a baggage dolly, a cargo dolly, or a battery pack for an electric aircraft. This enables the vehicle to bc multi-purpose, i.e. it can be used to manoeuvre apparatus other than aircraft as well as aircraft. In some use cases involving an electric aircraft, for example, this provides the option of moving the aircraft to the location of a new battery pack, for battery pack replacement, or moving the battery pack to the location of the aircraft. For example, a vehicle module may transport a battery pack to a landing location of the aircraft, before or after the aircraft has landed, so that the aircraft can be coupled to the battery pack for recharging before or during taxiing At least one of the vehicle modules may comprise a battery pack suitable for charging an electric aircraft. In use, the vehicle module may be controlled to drive to an aircraft (for example an electric aircraft where flight power is provided by electric motors) on the ground and the battery pack may be used to charge the aircraft. This provides alternative use for the vehicle module in addition to its use in manoeuvring aircraft.

The vehicle may further comprise a communication system configured to provide a communication link between the processors of the vehicle modules, wherein the processor of each vehicle module is configured to provide feedback signals to the processor of the other vehicle module via the communication link and the processor of each vehicle module is configured to provide control signals to the controller of the respective vehicle module in response to the feedback signals received from the processor of the other vehicle module. This enables one of the vehicle modules to pass instructions to the other vehicle module.

The communication link may be an optical communication link. In such embodiments, each vehicle module may comprise an optical source and an optical detector and the communication system comprises the optical source and the optical detector of each of the vehicle modules, wherein the communication link is provided by the optical sources and detectors. An optical communication link is particularly suitable; it is short-range, which meets the requirements of the vehicle modules which will be arranged adjacent one another when being used to manoeuvre an aircraft on the ground, which means it is robust against a potential cyber-attack. In other embodiments, an alternative communication link may be provided, such as Bluetooth Low Energy or similar.

The vehicle may comprise a sensing system configured to provide at least one sensing output to the processor, the processor being configured to process the at least one sensing output to provide control signals to the controller to enable operation of the vehicle in an autonomous mode. Where the vehicle comprises a pair of vehicle modules, each vehicle module may comprise a sensing system configured to provide at least one sensing output to the processor of the respective vehicle module, the processor being configured to process the at least one sensing output to provide control signals to the controller of the respective vehicle module to enable operation of the respective vehicle module in an autonomous mode.

The sensing system may include one or more cameras, radar, LTDAR, gyroscopes, distance sensors, magnetic field sensors, or global positioning satellite systems, or any suitable array of sensors which allows the vehicle or vehicle module to operate IS autonomously.

As described herein, the vehicle or vehicle module operating in an autonomous mode means that the vehicle or vehicle module, for example the processor of the vehicle or vehicle module, can receive a task or set of instructions, for example from a human operator or a central controller, and then carry out that task or complete that set of instructions without any further external input, from a human operator or otherwise, or with minimal further input. For example, the vehicle or vehicle module may receive a task to move an aircraft from a first location to a second location. The vehicle or vehicle module will then use its sensing system and pre-programmed information about its operating environment to determine a path from its current location to the first location, control its own drive system to travel to the first location, arrange itself at a ground-engaging portion of the aircraft, control the lifting mechanism to lift the ground-engaging portion off the ground, and then control its drive system to move the aircraft to the second location.

A particular advantage arises where the vehicle comprises a pair of vehicle modules and the vehicle comprises a communication system configured to provide a communication link between the processors of the vehicle modules, and where the vehicle modules each comprise a sensing system to enable operation of the respective vehicle module in an autonomous mode. For example, if the sensing system of one of the vehicle modules detects an obstacle in its path, it can provide control signals to the other vehicle module via the communication link which enables the other vehicle module to take evasive action and avoid the obstacle. In some embodiments, only one of the vehicle modules may comprise a sensing system and the other vehicle module will essentially utilise the sensing system of the vehicle module, by receiving instructions via the communication link, to operate autonomously.

The sensing system may also enable the vehicle or vehicle module to carry out tasks other than moving aircraft or auxiliary equipment. For example, where the sensing system comprises one or more cameras and associated processors, the vehicle or vehicle module can be used to count birds within a runway environment and map where in the environment birds are congregating. in another example, the vehicle or vehicle module can be used to inspect a runway for debris, discarded luggage, damage, oil spills, ice patches or anything that may present an obstacle to aircraft IS operation.

The processor of the vehicle may be configured to receive at least one operator input from a human operator, the processor being configured to process the at least one operator input to provide control signals to the controller to enable operation of the vehicle in a manual mode. Where the vehicle comprises a pair of vehicle modules, the processor of each vehicle module may be configured to receive at least one operator input from a human operator, the processor being configured to process the at least one operator input to provide control signals to the controller of the respective vehicle module to enable operation of the respective vehicle module in a manual mode. This may enable the vehicle or vehicle module to be controlled remotely by a human operator, via a suitable user interface, in addition or alternatively to the vehicle or vehicle module being configured to operate in an autonomous mode.

In some embodiments, the processor of the vehicle or vehicle module may be configured to receive at least one operator input from a human operator via the controls of an aircraft. The processor may be configured to establish communication with the controls of an aircraft, in particular and aircraft which is being manoeuvred by the vehicle. In this way, a pilot of the aircraft can control the vehicle so as to manoeuvre the vehicle on the ground. For example, where the vehicle or vehicle module is used to lift a nose wheel of an aircraft in use, a pilot of the aircraft may use the aircraft controls normally used to steer the nose wheel to steer the vehicle or vehicle module and therefore steer the aircraft on the ground.

As an alternative to establishing communication with the controls of the aircraft, the vehicle or vehicle module may comprise one or more sensors configured to sense movement of the nose wheel as a pilot steers the nose wheel, and use these movements as inputs to the processor to steer the vehicle or vehicle module. in embodiments in which the rollers are powered, the rollers may comprise torque sensors in communication with the processor of the respective vehicle module. In use, where the ground-engaging portion to be lifted is a wheel, the powered rollers may be configured to transfer a small amount of torque to the wheel such that the wheel rotates during manoeuvring of the aircraft. A pilot of the aircraft may then be able to control the wheel brakes to control an amount of resisting torque applied by the wheel to the rollers The torque sensors may then measure this resisting torque and use this measurement to produce control signals to control the speed of the vehicle. This removes the requirement for direct communication between the aircraft and the vehicle.

It will be appreciated that the vehicle will usually be a batter) powered electric vehicle, but other kinds of powered vehicle are not excluded.

The drive system may comprise a steerable wheel and a turntable, wherein the steerable wheel is mounted to the turntable such that the rotational axis of the steerable wheel is perpendicular to the rotational axis of the turntable, wherein the controller is configured to cause the turntable to rotate to steer the steerable wheel.

The drive system may comprise a plurality of steerable wheels and a plurality of turntables, wherein the number of steerable wheels of a subset of the plurality of steerable wheels is equal to the number of turntables and each of the steerable wheels of the subset is mounted to a different one of the turntables such that the rotational axis of the steerable wheel is perpendicular to the rotational axis of the respective turntable, wherein the controller is configured to cause each of the turntables to rotate to steer the respective steerable wheel mounted thereto. The subset of the plurality of steerable wheels may include one of the plurality steerable wheels, all of the plurality steerable wheels, or more than one but less than all of the plurality steerable wheels.

It will be appreciated that the drive system will comprise any suitable means to rotate the turntable, such as an electric motor configured to be controlled by the controller.

As an alternative to the one or more steerable wheels, the vehicle or each vehicle module may comprise continuous tracks on either side of the vehicle or vehicle module. The continuous tracks may be configured to be independently controlled such that the vehicle or vehicle module can be steered about a vertical axis of the vehicle or vehicle module. The continuous tracks may be mounted to a main body or chassis of the vehicle or vehicle module such that they can be rotated about a vertical axis of the vehicle or vehicle module relative to the main body or chassis to enable the vehicle or vehicle module to travel in a lateral direction.

The vehicle or vehicle modules may further comprise one or more omni-wheels or castors or the like in addition to the at least one driven wheel and the at least one steerable wheel. This may help to improve the stability of the vehicle or vehicle module.

This may have advantages in terms of manufacturing. For example, a wheel module comprising a wheel which is both driven and steerable can be assembled together.

The vehicle may have a triangular footprint with steerable and/or driven wheels at the vicinity of each apex of the triangle.

The drive system may comprise at least one electric motor configured to drive the at least one driven wheel. The vehicle or each vehicle module may be fully electric, i.e. driven only by means of one or more electric motors The drive system may comprise a driven wheel and an electric motor, wherein the electric motor is an in-wheel motor of the drive wheel. The drive system may comprise a plurality of driven wheels and a plurality of electric motors, wherein the number of driven wheels of a subset of the plurality of driven wheels is equal to the number of electric motors, wherein each of the electric motors is an in-wheel motor of a different one of the subset of driven wheels. The subset of the plurality of driven wheels may include one of the plurality of driven wheels, all of the plurality of driven wheels, or more than one but less than all of the plurality of driven wheels.

The wheels of the vehicle or vehicle modules may be provided with suitable traction, such as tyres. The vehicle or vehicle modules may be provided with additional traction means, such as magnets which may help the vehicle or vehicle modules manoeuvre around metal decks of aircraft carriers or the like, which may become slippery in poor weather conditions.

It will be appreciated that the vehicle or vehicle modules described herein may comprise any suitable specifications in terms of dimensions, mass, motive power etc. For example, a vehicle or vehicle module may comprise a footprint of around 0.7m x 1.5m and may comprise a maximum height above the ground of around 1m or less.

IS The mass of a vehicle or vehicle module may be in the region of 750kg to 1ST. Where the vehicle is powered by one or more electric motors, the total tractive motor power of the vehicle may be around 6KW, so where the vehicle comprises a pair of vehicle modules, the total tractive motor power of each vehicle module may be around 3KW.

The vehicle may comprise at least one weight sensor configured to measure a weight of an aircraft lifted off the ground by the lifting mechanism. The processor may be configured to receive a signal from the at least one weight sensor indicative of a weight of an aircraft lifted off the ground by the lifting mechanism and provide control signals to the controller in response to the signal indicative of the weight. In this way, the vehicle or each vehicle module may be able to adjust its operational parameters, such as ground speed and acceleration, in dependence on the weight of the aircraft it is moving.

A second aspect of the invention provides a system comprising a plurality of vehicles according to the first aspect of the invention. The system may comprise a communication system configured to provide a communication link between the plurality of vehicles, wherein the processor of each of the vehicles may be configured to provide control signals to the processor of each of the other vehicles and the processor of each vehicle may be configured to provide control signals to the controller of the respective vehicle in response to control signals received from the processor of any of the other vehicles. Where each of the vehicles comprises a pair of vehicle modules, the processor of each vehicle module of each of the vehicles may be configured to provide control signals to the processor of each vehicle module of each of the other vehicles and the processor of each vehicle module of each vehicle may be configured to provide control signals to the controller of the respective vehicle module in response to control signals received from the processor of either vehicle module of any of the other vehicles.

The plurality of vehicles may therefore be interconnected, such that they are able to communicate with each other. This enables the vehicles to operate in synchronicity to manoeuvre an aircraft on the ground.

A particular advantage may be provided where the plurality of vehicles each comprise a pair of vehicle modules and all of the vehicle modules are identical. This means that IS any vehicle module can pair up with any other vehicle module to form a vehicle. This has advantages in terms of serviceability, i.e. a malfunctioning vehicle module can simply be replaced by another, and in terms of ease and speed of deployment, up-time, and cyber resilience.

The system may comprise a central controller and a communication system configured to provide a communication link between the central controller and the processor of each of the vehicles or, where applicable, each of the vehicle modules. The communication link may be a 4G or 5G communication link, or a private RF network link or any other suitable communication link. The communication system may be the same communication system used to provide communication between the plurality of vehicles or, where applicable, between the vehicle modules. The central controller may be configured to provide control signals to the processor of each of the vehicles or vehicle modules and the processor of each of the vehicles or vehicle modules may cb configured to provide control signals received from the central controller to the controller of the respective vehicle or vehicle module. The central controller may comprise any controller which is external to the vehicle, such as a controller of an aircraft or an airport-ground vehicle.

In an example use case, the central controller may be situated in an air traffic control tower or the like. A human operator may provide an input to the central control, via a suitable user interface, which may be representative of a particular task or set of instructions as described above. The central controller may then communicate the task or instructions to the plurality of vehicles or vehicle modules to enable the task or instructions to be carried out. In an alternative example, the central controller may be used to nominate a lead vehicle or vehicle module and the central controller may only communicate the task or instructions to the lead vehicle or vehicle module. The lead vehicle or vehicle module may then pass the task or instructions on to the other vehicles of the system.

The system may comprise an aircraft, the aircraft comprising a plurality of ground-engaging portions. The number of vehicles of the system may be equal to the number of ground-engaging portions. Each vehicle may be arranged to lift a different one of the ground-engaging portions off the ground so as to lift the aircraft completely off the ground.

The system may therefore be used to lift an aircraft completely off the ground before manoeuvring the aircraft. Because the vehicles arc capable of both longitudinal and lateral movement, the aircraft can be moved in any direction. For example, the aircraft can be 'crabbed', i.e. moved laterally, or spun on the spot about its vertical axis. A further particular advantage of lifting the aircraft completely off the ground is provided where one or more of the vehicles comprises at least one weight sensor configured to measure a weight of an aircraft lifted off the ground by the lifting mechanism. By lifting the aircraft completely off the ground, an accurate and reliable measurement of the weight of the aircraft can be obtained. In addition, the weight distribution, and therefore the centre of gravity, of the aircraft can be accurately and reliably obtained.

In some examples, the aircraft may comprise suspension configured such that the track of the ground-engaging portions, e.g. wheels, or the aircraft increases with the weight of the aircraft as the aircraft is loaded with passengers and/or cargo. In the system of the invention, such an aircraft can be loaded while the wheels of the aircraft are lifted by the vehicles of the system because the change in track of the wheels of the aircraft can be accommodated by lateral movement of the vehicles. It will be appreciated that the invention is applicable to aircraft having any suitable configuration of ground-engaging portions, including fixed or retractable landing gear.

The number of vehicles of the system may be greater than the number of ground-engaging portions. For example, two vehicles may be provided for each ground-engaging portion of the aircraft. This may enable the vehicles to be used to manoeuvre a heavier aircraft, with multiple vehicles being used to lift each ground-engaging portion.

The system may further comprise one or more auxiliary apparatus, such as a snow plough, a baggage dolly, a cargo dolly or a battery pack for an electric aircraft. The or each auxiliary apparatus may comprise a portion configured to co-operate with the lifting mechanism of each vehicle such that the vehicle can be used to lift and manoeuvre the auxiliary apparatus. For example, the or each auxiliary apparatus may comprise a portion with a circumference which the rollers of the vehicle modules can use to lift the auxiliary apparatus. The vehicles of the system may therefore be multi-I5 purpose in that they can be used to move aircraft and auxiliary apparatus.

A third aspect of the invention provides a method of manoeuvring the aircraft of the second aspect of the invention, where the aircraft and central controller are present. The method may comprise: providing a control signal from the central controller to the processor of each vehicle to cause each vehicle to position itself adjacent a different one of the ground-engaging portions of the aircraft; providing a control signal to cause the lifting mechanism of each vehicle to lift the respective ground-engaging portion of the aircraft off the ground; providing a control signal to the processor of each vehicle to move the aircraft from a first location to a second location; and providing a control signal from the processor of each vehicle to the controller of the respective vehicle to control the drive system of the respective vehicle to move the aircraft from the first location to the second location.

Where the vehicle comprises a pair of vehicle modules, the method may comprise: providing a control signal from the central controller to the processor of each vehicle module of each vehicle to cause each vehicle to position itself adjacent a different one of the ground-engaging portions of the aircraft with each vehicle module of each respective vehicle positioning itself on an opposite side of the respective ground-engaging portion; providing a control signal to cause the vehicle to move the rollers of each vehicle towards each other to lift the respective ground-engaging portion of the aircraft off the ground; providing a control signal to the processor of each vehicle module of each vehicle to move the aircraft from a first location to a second location; and providing a control signal from the processor of each vehicle module to the controller of the respective vehicle module to control the drive system of the respective vehicle module to move the aircraft from the first location to the second location.

Where applicable, the method may comprise communicating control signals between vehicles of the system and/or between vehicle modules of vehicles of the system. This may comprise communicating controls signals between vehicles of the system and/or between vehicle modules of the system to ensure that relative movement between the vehicles during movement of the aircraft is maintained below a predetermined threshold. The predetermined threshold may be any relative movement, such that relative movement between the vehicles is prevented, or the predetermined threshold may be an acceptable threshold of relative movement, such as relative movement across a distance of less than 10cm, less than 5cm, less than 1 cm, or any other acceptable amount. The predetermined threshold may be correlated based on measurements obtained from strain gauge sensors provided on the vehicles (or conceivably on the aircraft ground-engaging portions) configured to measure stress in the structure of the aircraft or specifically in the ground-engaging portions of the aircraft. This minimises that amount of stress exerted on the structure of the aircraft caused by relative movement between the ground-engaging portions of the aircraft.

Where applicable, the method may further comprise coupling the coupling parts of the vehicle modules together.

The first or second location may be a landing location of the aircraft and the other of the first and second location may be an electric charging point, a hydrogen refilling point, a hanger, a passenger terminal, a passenger embarkment or dismemberment platform, a cargo terminal, a cargo loading/unloading platform, a de-icing station or any other suitable location within an airport environment. In the example of a passenger or cargo terminal, this removes the need for passengers or cargo to be transported across a taxi apron area which may be undesirable, for example in the event or inclement weather.

A fourth aspect of the invention provides a system comprising at least one of the vehicle modules of the first aspect of the invention and at least one chock. In use, the chock may be placed at one side of a ground-engaging portion of an aircraft and vehicle modules may be arranged at the other side of the ground-engaging portion.

The vehicle module may be controlled in a manner described above to lift the ground-engaging portion while the chock prevents horizontal movement of the ground-engaging portion during the lifting process.

Embodiments of the invention provide a system comprising a plurality of vehicles which can work together autonomously to precisely manoeuvre a range of different aircraft on the ground. Persons within the field of aviation will appreciate the numerous advantages such a system can provide. For example, an aircraft can be positioned adjacent a terminal building where there would normally be insufficient ground space to allow such a manoeuvre. The aircraft could be positioned such that a cargo or passenger door is accurately aligned with a raised platform or terminal door. A passenger in a wheelchair could then be wheeled straight through the door of the aircraft without the need for an additional ramp or lift. In addition, passenger and cargo terminal buildings are often arrange in different orientations; embodiments of the invention allow an aircraft on the ground to be easily reorientated between such buildings. All of these uses of the invention reduce or even remove completely the need for airport ground vehicles to move cargo, equipment, and passengers to an aircraft; the aircraft can simply be moved to wherever it needs to be.

In other examples, hazardous equipment can be located distally from any passenger terminal without the need to move the equipment to an aircraft nearer the passenger terminal. For example, instead of moving a de-icing truck to an aircraft to de-ice the aircraft, and potentially spreading hazardous de-icing fluid in areas passengers may later be present, the aircraft can simply be moved to a distal de-icing facility. Here there is a reduced need to prevent the spread of potentially hazardous de-icing fluid.

In another example, where systems of the invention are used with hydrogen-fuelled aircraft, hydrogen refuelling stations can be located distally from any terminal buildings and the aircraft can be easily moved to a hydrogen refuelling station when required. This also applies to electric aircraft and battery recharging points In another example, multiple aircraft can easily be stored where there is limited space, such as in a hanger. Systems of the invention can be used to accurately position multiple aircraft in a hanger in the most space-efficient way.

The increased manoeuvrability of aircraft provided by the present invention allows airport infrastructure to be more fixed and may even remove the need for any moveable infrastructure such as ground vehicle. An aircraft can be manoeuvred to within a fine margin around the fixed infrastructure, e.g. to within 10cm, or 5cm, or even to lcm +/-lcm, 2cm or 3cm. This means that the aircraft can be moved and IS positioned closely against or at fixed stations such as gangways, or a fixed de-icing head, or a fixed electric or charging point. Stationary airport infrastructure is a lot less expensive than moving infrastructure and requires less maintenance, and fewer delays to take-off slots are caused by fixed infrastructure because there is less opportunity for it to go wrong, compared to moving gangways etc. A fifth aspect of the invention provides an aircraft manoeuvring system adapted to manoeuvre an aircraft when the aircraft is on the ground, the system comprising a plurality of controlled driven moveable lifters adapted to lift an aircraft ground-engaging support such as a wheel, skid, post or the like of an aircraft so as to reduce substantially the force applied to the ground by the ground-engaging support, and optionally to lift it off the ground, the lifters being capable of movement across the ground in a forward direction and also in a plurality of directions having a component transverse to the forward direction, and the lifters being capable of being controlled by a controller so as to lift each ground-engaging support of an aircraft so as to reduce substantially the force applied to the ground of each ground-engaging support, thereby enabling the lifters to manoeuvre the aircraft, using its ground-engaging supports, in a forwards and backwards direction over the ground and also in multiple directions transverse to the fonyard and backward directions.

The lifters may be capable of omni-directional movement so as to enable the aircraft to be moved in any direction over the ground. Each lifter may be capable of movement in a horizontal direction having a component at any angle to a longitudinal axis of the lifter in the range of 0-360 degrees, 0-180 degrees or 0-90 degrees.

At least one of the ground-engaging components may comprise a wheel or a skid.

At least one of the lifters may comprise a first controlled driven moveable lifter component adapted in use to approach an aircraft ground-engaging component from a first side, and a second lifter component adapted to be disposed to the opposite side of the aircraft ground-engaging component, and the first and second lift components being adapted to couple or lock to each other so as to move as a single lifter, with the ground-engaging component disposed between the first and second lift components and supported by the lifter. I5

The first and second lifter components may be both driven movable controlled components, optionally identical or similar lifter components The lifter may comprise a driven body moveable over the ground and a lift component adapted to lift a ground-engaging support of an aircraft up relative to the body.

The lift component may comprise:- (i) a driven roller; and/or 25 (ii) a jack component adapted to raise the aircraft ground-engaging component.

The first and second lifter components may be adapted to mechanically, engage each other so as to lock themselves together to form a rigid unit that in use moves as a single unit to manoeuvre an aircraft when the aircraft is on the ground. In use, the lifters may be locked together prior to lifting a ground-engaging support of an aircraft. During lifting of the ground-engaging support, a reactive force may act to push the lifters away from the ground-engaging support. Locking the lifters together may inhibit the lifters from moving away from the ground-engaging support. This may remove the need for the lifters to comprise excess weight to otherwise resist the reactive force. Locking the lifters together therefore enables the weight of the lifters to be reduced.

Alternatively or additionally, the or each lifter contacting a ground-engaging member of an aircraft may "hug" the ground-engaging member itself, for example by means of a coupling formation on the ground-engaging member that the lifter can couple to /latch onto It will be appreciated that the lifter described herein may comprise any suitable specifications in terms of dimensions, mass, motive power etc. For example, the lifter may comprise a footprint of around 0.7m x 1.5m and may comprise a maximum height above the ground of around I m or less. The mass of the lifter may be in the region of 750kg to 1.5T. Where the lifter is powered by one or more electric motors, the total tractive motor power of the lifter may be around 6KW, so where the lifter comprises a I5 pair of units, the total tractive motor power of each unit may be around 3KW.

At least one of the lifters may be electrically powered. At least one of the lifters may comprise at least one electric motor and at least one electric power source, such as a battery or capacitor, to drive the lifter. At least one of the lifters may be fully electric, i.e. comprise only electrically-driven traction means and no other traction means such as an internal combustion engine.

At least one of the lifters may comprise a battery pack suitable for charging an electric aircraft. In use, the lifter module may ground and the battery pack may be be controlled to drive to an aircraft on the used to charge the aircraft. This prov des alternative use for the lifter in addition to its use in manoeuvring aircraft.

At least one of the lifters may be adapted to couple to an auxiliary tool, such as a snow plough, baggage dolly or cargo dolly. In this way, the lifter can be used to manoeuvre and optionally operate an auxiliary tool, which provides another use of the lifter in addition to its use in manoeuvring aircraft.

A sixth aspect of the invention provides a system comprising the aircraft manoeuvring system of the fifth aspect of the invention and an aircraft, the aircraft comprising a plurality of ground-engaging supports and the system comprising at least one controlled driven moveable lifter for each of the ground-engaging supports. At least one of the lifters may comprise first and second lifter components as described above. The system may be used to manoeuvre the aircraft according to the method of the seventh aspect of the invention, described below.

A seventh aspect of the invention provides a method of manoeuvring an aircraft when the aircraft is on the ground, optionally using the aircraft manoeuvring system of the fifth aspect of the invention, or a method of manoeuvring the aircraft of the sixth aspect of the invention using the system of the sixth aspect of the invention. The method comprises: controlling a lifter of a plurality of controlled driven moveable lifters to lift a ground-engaging support of an aircraft so as to reduce substantially the force applied to the ground by the ground-engaging support, and optionally to lift it off the ground; and controlling the lifter to move across the ground in a forwards direction, a backwards direction and in one or more directions transverse to the IS forward and backward directions.

The method may comprise, where the lifter comprises first and second lifter components which are both driven movable controlled components, optionally identical or similar lifter components: controlling the first lifter component to approach the ground-engaging support from a first side; controlling the second lifter component to approach the ground-engaging support from a second side; and controlling the first and second lifter components together to lift the ground-engaging support The method may further comprise mechanically engaging the first and second lifter components to each other so as to lock the lifter components together. The method may comprise mechanically engaging the first and second lifter components to each other before controlling the lifter components together to lift the ground-engaging support.

The method may comprise: controlling one of the lifters of the plurality of controlled driven moveable lifters to lift a different ground-engaging support of the aircraft, so as to lift each ground-engaging support of the aircraft so as to reduce substantially the force applied to the ground of each ground-engaging support; and controlling the lifters to manoeuvre the aircraft, using its ground-engaging supports, in a forwards and backwards direction over the ground and also in multiple directions transverse to the forward and backward directions.

The method may comprise moving the aircraft between two or more locations comprising at least two of: a passenger or cargo loading and unloading station, one or more storage stations, such as a hanger or aircraft parking location, a take-off station at a runway start, a de-icing station, battery recharging station, a hydrogen refuelling station, or any other airport location.

An eighth aspect of the invention provides an airport comprising a non-moveable structure, such as a passenger or cargo terminal, and a system according to the fifth or sixth aspect of the invention, the system being capable of moving an aircraft, relative to the non-moveable structure with greater manoeuvrability compared to an aircraft being moved on the ground using conventional nose-steering. I5

A ninth aspect of the invention provides a method of loading an aircraft with passengers or cargo, such as baggage, to a location with a fixed platform or structure for loading the aircraft, such as a passenger or baggage terminal, by lifting each of ground-engaging supports of the aircraft off the ground using respective lifter vehicles and moving the lifter vehicles in concert in directions that include bodily translating the aircraft transversely to its longitudinal length, optionally generally perpendicular to its longitudinal length, so as to crab the aircraft into close proximity with the fixed platform or structure A tenth aspect of the invention provides a method of increasing throughput of aircraft at an airport passenger or cargo loading and unloading station. The method comprises moving a first aircraft to the station, loading the first aircraft with passengers or cargo, moving the first aircraft away from the station, moving a second aircraft to the station, loading the second aircraft with passengers or cargo, and moving the second aircraft away from the station. Moving the first and/or second aircraft to and/or away from the station comprises using a system according to the fifth or sixth aspect of the invention or moving the aircraft in a direction other than forwards or backwards, such as crabbing the aircraft sideways to and/or away from the station, whilst lifting the aircraft off the ground.

An eleventh aspect of the invention provides a method of increasing the number of aircraft stored in a hanger using a system according to the fifth or sixth aspect of the invention or moving the aircraft in a direction other than forwards or backwards, such as crabbing the aircraft sideways, whilst lifting the aircraft off the ground The method comprises positioning a plurality of aircraft within a hanger in a more space-efficient manner than is achievable with conventional nose-steering of aircraft on the ground.

BRIEF DESCRIPTION OF THE DRAWINGS

Embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings: Figure 1 shows a schematic side view of a vehicle for manoeuvring an aircraft on the ground according to an embodiment of the invention; Figure 2a shows a schematic side view of a vehicle module of the vehicle of Figure 1; Figure 2b shows a schematic plan view of a vehicle module of the vehicle of Figure 1; Figures 3a-d demonstrate how a vehicle module of the vehicle of Figure 1 may be used to lift a ground-engaging portion of an aircraft off the ground: Figures 4a and 4b shows a system according to an embodiment of the invention being utilised to manoeuvre an aircraft on the ground; Figure 5 illustrates an airport environment; Figure 6 illustrates an aircraft located at a cargo terminal of the airport environment of Figure 5; Figures 7a and 7b illustrate an aircraft located at a passenger terminal of the airport environment of Figure 5: Figure 8 illustrates how a system according to an embodiment of the invention can be used to arrange aircraft within a hanger of the airport environment of Figure 5; Figure 9 shows a system according to an embodiment of the invention being utilised to manoeuvre an aircraft on the ground; Figures 10a and 10b shows a system according to an embodiment of the invention being utilised to manoeuvre an aircraft on the ground; Figures 11a, 1 lb and 12 illustrate alternative uses of a system according to an embodiment of the invention other than for manoeuvring aircraft on the ground; and Figure 13 shows an alternative schematic isometric view of a vehicle module of the vehicle of Figure 1

DETAILED DESCRIPTION

Figure 1 shows a schematic side view of a vehicle 10, for manoeuvring an aircraft on the ground, according to an embodiment of the invention. In this embodiment, the vehicle 10 comprises a pair of vehicle modules I. In other embodiments, the vehicle 10 may comprise a single vehicle module. Figure 2a shows a schematic side view of one of the vehicle modules 1 of Figure 1 and Figure 2b shows a schematic plan view of one of the vehicle modules 1 of Figure 1. For clarity, some of the features of the vehicle module 1 are omitted from Figure 2b. In the present embodiment, each of the pair of vehicle modules 1 are identical, at least to the extent that they both comprise the features shown in Figure 2a, The vehicle module 1 comprises a chassis II, four omni-wheels 12 mounted to the chassis 11, and a drive system 13 mounted to the chassis 11. A battery (not shown) provides power for the drive system. As is known in the art, an omni-wheel comprises a main body rotatable about a rotational axis, as per a conventional wheel, and a plurality of rotational elements mounted about the circumference of the main body which allow the wheel slide in any direction which is parallel or oblique to the rotational axis of the wheel. The omni-wheels 12 therefore allow the chassis 11 to travel in any longitudinal or lateral direction, as well as spin about a vertical axis of the chassis II The vehicle module 1 further comprises a coupling part 18 mounted to the chassis 11 via an arm. The coupling part 18 is configured to couple to the coupling part 18 of the other vehicle module 1 so as to physically connect the two vehicle modules I together. In this embodiment, the coupling parts 18 are configured to couple to each other automatically by mechanical means when the coupling parts 18 parts are brought into contact with each other. Each coupling part 18 comprises an electronic actuator which when actuated when the coupling parts 18 are coupled to each other will release the coupling parts 18. in other embodiments, the coupling parts 18 may comprise any suitable arrangement of components which enable the coupling parts 18 to be selectively coupled to and decoupled from each other.

The drive system 13 comprises a wheel 131, which is both driven and steerable, an in-wheel electric motor 132, a turntable 133, and a turntable motor 134. The in-wheel electric motor 132 drives the wheel 131, to drive the vehicle module 1, and the wheel 131 is steerable, to steer the vehicle module 1, by means of the turntable 133 and the

turntable motor 134.

The wheel 131 is mounted to the turntable 133 to rotate with the turntable 133, such that the rotational axis of the wheel is arranged perpendicularly to the rotational axis of the turntable 133. The rotational axis of the of the turntable 133 is arranged vertically with respect to the ground when the vehicle module 1 is in use. In this embodiment, the axel of the wheel 131 is mounted to the turntable 133 by means of a pair of forks; in other embodiments, the wheel 131 may be mounted to the turntable 133 by any other suitable means. The turntable 133 is in turn mounted to the rotor shaft of the turntable motor 134 such that the rotational axis of the turntable 133 is concentric with the rotational axis of the rotor shaft. The turntable motor 134 is in turn mounted to the chassis 11 of the vehicle module 1 by a suitable mounting structure such that the rotor shaft of the turntable motor 134 is rotatable relative to the chassis. In this way, control of the turntable motor 134 to rotate the turntable 133 will cause the wheel 131 to rotate about a vertical axis perpendicular to its axis of rotation, thereby steering the wheel 131.

The wheel 131, the turntable 133 and the turntable motor 134 are arranged to rotate the wheel 131 about a vertical axis perpendicular to the axis of rotation of the wheel 131 by at least 90 degrees in both directions from a position in which the rotational axis of the wheel 131 is perpendicular to a longitudinal direction of travel of the vehicle module 1. In this way, the wheel 131 and the omni-wheels 12 are configured to enable the vehicle module 1 to travel in a longitudinal direction, i.e. forwards and backwards, a lateral direction, i.e. side to side, and any direction in between a longitudinal direction, i.e. a diagonal direction at any angle, as well as enable the vehicle module 1 to spin about a vertical axis of the chassis 11. Figure 2b shows the wheel 131 in a configuration in which the rotational axis of the wheel 131 is parallel to a longitudinal direction of travel of the vehicle module 1; in this configuration, the vehicle module 1 is configured to move laterally. It will be appreciated that other embodiments may comprise a different arrangement of one or more steerable and/or driven wheels.

The vehicle module 1 further comprises a roller 16 mounted to the chassis 11 via a pair of arms, as shown in Figure 2b. The roller 16 is configured to rotate freely about its longitudinal axis. As described further below, the rollers 16 of the pair of vehicle modules 1 of the vehicle 10 together form part of a lifting mechanism of the vehicle 10 for lifting a ground-engaging portion of an aircraft off the ground In use, once a ground-engaging portion of an aircraft is lifted off the ground by the lifting mechanism, the drive system 13 of each vehicle module 1 is controlled to manoeuvre the respective vehicle module 1 and hence manoeuvre the aircraft.

The vehicle module 1 further comprises a roller height adjustment mechanism 17 configured to adjust the height of the roller 16 above the ground in use. The roller 16 and the mounting arms arc arranged such that the roller 16 extends beyond the length of the mounting arms. As discussed further below, the roller 16 engages a ground-engaging portion, such as a wheel, of an aircraft in use. Because the roller 16 extends beyond the length of the mounting arms, the roller 16 is able to engage a wheel which is wider than the length of the roller 16.

The vehicle module 1 further comprises a sensing system 19. The sensing system 19 comprises an arrangement of sensors which enable the vehicle module 1 to operate in an autonomous mode. The sensing system 19 may include any arrangement of cameras, radar, LTDAR, gyroscopes, distance sensors, magnetic field sensors, Or global positioning satellite systems. The vehicle module I also comprises a transceiver 110 configured to receive signals from an external source and transmit signals to an external receiver. In some embodiments, the transceiver 110 may be configured to receive and transmit signals using a 4G or 5G communication link. The vehicle module 1 also comprises a combined optical source and detector 111 configured to establish an optical communication link with the other vehicle module 1. In other embodiments, the combined optical source and detector 111 may be replaced with any other suitable apparatus configured to establish a communication link with the other vehicle module 1, such as a Low Energy Bluctooth transceiver.

The vehicle module 1 further comprises a controller 14 and a processor 15. The controller 14 is configured to control the in-wheel motor 132 and turntable motor 134 of the drive system 13, as well as the roller height adjustment mechanism 17 and the coupling part 18. in response to control signals. The processor 15 is configured to provide control signals to the controller 14. The processor 15 is configured to receive signals from the transceiver 110, the sensing system 19 and the combined optical source and detector 111. The dotted lines in Figure 2a represent how the components of the vehicle module 1 are arranged in communication with one another. This communication may be provided by any suitable wired or wireless means.

In this embodiment, the vehicle 10 is configured to operate autonomously. Each vehicle module 1 is configured to communicate with an external central controller, via the transceiver 110, and communicate with the other vehicle module 1, via the communication link provided by the combined optical source and detectors 111. Each vehicle module 1 is also configured to communicate with other vehicles 10, via the transceiver 110, when operating as part of a system comprising a plurality of vehicles 10, as described further below. In use, each vehicle module 1 can receive a task or set of instructions from a central controller, and then carry out that task or complete that set of instructions without any further external input, from a human operator or otherwise. Alternatively, one of the vehicle modules 1 may receive the task or instructions and then pass this on to the other vehicle module 1 via the communication link between the vehicle modules 1 The processors 15 may additionally be configured to receive operator inputs from a human operator such that the vehicle 10 can be remotely driven by the human operator. In other embodiments, the vehicle 10 may not be configured to operate autonomously and instead may rely solely on inputs from a human operator.

Although, not shown in Figure 2a or 2b the vehicle module I may further comprise at least one weight sensor configured to configured to measure a weight of an aircraft lifted off the ground by the lifting mechanism. The weight sensor may be incorporated into the roller height adjustment mechanism 17. The processor 15 may be configured to receive a signal from the at least one weight sensor indicative of a weight of an aircraft lifted off the ground by the lifting mechanism and provide control signals to the controller 14 in response to the signal indicative of the weight.

Figures 3a-d demonstrate how the vehicle modules 1 of the vehicle 10 of Figure 1 may be used to lift a ground-engaging portion 201 of an aircraft off the ground. In this example, the ground-engaging portion 201 is a wheel 201 of an aircraft. For clarity, the rest of the aircraft is not shown. It will be appreciated that the invention is applicable to any suitable ground-engaging portion of an aircraft, such as a skid or a landing foot, and that the wheel example of Figures 3a-d is merely illustrative.

The process of lifting the wheel 201 off the ground begins by arranging the pair of vehicle modules 1 either side of the circumference of the wheel 201 such that the vehicle modules I are facing each other, as shown in Figure 3a. The drive systems 13 of the vehicle modules I are then controlled to move the vehicle modules I towards the wheel 201 and towards each other until the rollers 16 of the vehicle modules 1 are brought into contact with the wheel 201, as shown in Figure 3b. At this point, the height of the rollers 16 above the ground may be adjusted, via the roller height adjustment mechanism 17 of the respective vehicle module I. to ensure that each roller 13 is arranged below the height of the maximum radius of the wheel 201 above the ground. To achieve this, the diameter of the wheel 201 may be communicated to IS the processor 15 of each vehicle module from an extern& source, or each vehicle module 1 may utilise its sensing system 15 to determine the diameter of the wheel 201.

The drive systems 13 of the vehicle modules 1 are then controlled to further move the vehicle modules I towards each other. In doing so, the rollers 16, which are free to rotate, move underneath the wheel 201 and begin to lift the wheel 201 above the ground, as shown in Figure 3c. The drive systems 13 are then controlled to further move the vehicle modules 1 towards each other until the coupling parts 18 engage with each other to couple together, as shown in Figure 3d. The vehicle modules 10 are then free to manoeuvre the aircraft. In other embodiments, the coupling parts 18 may be configured to engage with each other and couple together prior to moving the vehicle modules 1 towards each other after the rollers 18 have engaged the wheel 201, In some embodiments, the rollers 16 may be powered to roll the wheel 201 upwards after the rollers 16 have been brought into contact with the wheel 201.

In other embodiments, the coupling parts 18 may not be present and the vehicle modules 1 may instead be controlled to maintain a fixed distance between themselves, such that the wheel 201 is continued to be held off the ground. In embodiments in which the vehicle modules 1 comprise one or more weight sensors, a weight measurement of the aircraft may be taken once the wheel 201 is lifted off the ground.

The weight sensors may communicate the measurement to the processors 15 of the vehicle modules 1. The processors 15 may then adjust control signals sent to the respective controllers 14 accordingly and/or transmit the weight measurement to an external receiver using the transceiver 110.

Once the aircraft has been moved to an intended location, the process of Figures 3a-d is reversed to lower the wheel 201 onto the ground. The coupling parts 18 of the vehicle modules 1 are controlled to release each other and the vehicle modules 1 are moved away from each other to lower the wheel 201 onto the ground. It will be appreciated that the speed of the lifting and lowering processes will be appropriately controlled in practice by controlling the speed at which the vehicle modules I are moved towards and away from each other.

Figures 4 to 10b illustrate various uses of a system comprising a plurality of vehicles 10 of Figure 1 according to an embodiment of the invention, it will be appreciated that in these figures the vehicles 10 and the vehicle modules 1 of the vehicles 10 are represented purely schematically and that details of the vehicle modules 1 are shown in the earlier figures.

Figures 4a and 4b shows the system being utilised to manoeuvre an aircraft 20 on the ground. In this example, the aircraft comprises ground-engaging portions 201 in the form of three wheels 201. One vehicle 10, i.e. a pair of vehicle modules, is provided for each wheel 201. To manoeuvre the aircraft 20, each vehicle 10 is first controlled to lift a different one of the wheels 201 in the manner shown in Figures 3a-d, so as to lift the aircraft completely off the ground. The vehicles 10 are then controlled in synchronicity to manoeuvre the aircraft 20, for example from a first location to a second location or to alter the orientation of the aircraft 20 at a particular location.

Figure 5 illustrates an airport environment comprising a cargo terminal C. a passenger terminal P. an electric charging point F. a hydrogen refuelling station R. and a hanger H. It will be appreciated that Figure 5 is not to scale and that these may be spaced apart further than illustrated. Also shown in Figure 5 are three aircraft 20 at various locations with the airport environment. Figure 5 shows how the system may be used to manoeuvre aircraft around an airport environment Figure 6 illustrates an aircraft 20 located at the cargo terminal C of Figure 5. As shown, the system can be used to precisely position a door of the aircraft 20 (located on the port side of the aircraft 20, aft of the port wing as shown in Figure 6) adjacent a cargo loading tunnel Cl of the cargo terminal C. Similarly, Figures 7a and 7b illustrate an aircraft 20 located at the passenger terminal P of Figure 5, with the door of the aircraft positioned precisely adjacent a passenger boarding tunnel of the passenger terminal P. Figure 8 illustrates how the system can be used to arrange aircraft 20 within the hanger H of Figure 5. The vehicles 10 can be used to orientate and manoeuvre the aircraft 20 within the hanger H in the most space efficient way.

Figure 9 shows the system being utilised to manoeuvre an aircraft 20 on the ground, wherein the ground-engaging portions 201 of the aircraft 20 take the form of skids 201 instead of wheels, in this example, the aircraft 20 comprises two skids 201 and the system comprises two vehicles 10 per skid 201. The vehicles are controlled to lift the skids 201 off the ground in the same way as shown in Figures 3a-d, with the rollers 16 of the vehicle modules 1 engaging a circumference of one of the skids 201 instead of a circumference of a wheel.

Figures 10a and 10b show the system being utilised to manoeuvre an aircraft 20 on the ground, wherein the system comprises multiple vehicles 10 for some of the ground engaging-portions 201 of the aircraft 20, in this example, the aircraft 20 comprises ground-engaging portions in the form of three wheels 201 comprising a nose wheel and two side wheels. A single vehicle 10 is provided for the nose wheel and two vehicles, i.e. two pairs of vehicle modules 1, arc provided for each of the side wheels. More than one vehicle 10 may be used to lift a single ground-engaging portion of an aircraft where the weight of the aircraft exceeds a predetermined threshold.

Figures 11a, 1 lb and 12 illustrate alternative uses of the system other than for manoeuvring aircraft on the ground. The coupling part 18 of one of the vehicle modules 1 can be used to couple to couple to a corresponding coupling of an auxiliary apparatus. Alternatively, or additionally, one or more of the vehicle modules 1 may comprise an additional coupling part for coupling to an auxiliary apparatus. In the example of Figures 1la and 11b, the auxiliary apparatus comprises a snow plough 30. :3 3

As shown in Figure 11b, a plurality of vehicle modules I, each coupled to a snow plough 30, can be controlled together, autonomously or otherwise, to plough snow over a large area, such as a runway.

In the example of Figure 12, the auxiliary apparatus comprises an electric aircraft battery pack 40. In this example, the battery pack 40 comprises a circumference which the rollers 16 of the vehicle modules I can use to lift the battery pack 40, in this way, a plurality of vehicle modules I can be used to lift and move the battery pack 40, for example from a battery storage facility to an aircraft located at a take-off location.

Figure 13 shows an alternative schematic isometric view of one of the vehicle modules I. it will be appreciated that in this figure the vehicle module 1 is represented purely schematically, with some features of the vehicle module not shown, and that details of the vehicle modules 1 are shown in the earlier figures.

IS

Claims

CLAIMS1. A vehicle for manoeuvring an aircraft on the ground, comprising: a drive system comprising at least one driven wheel and at least one steerable wheel; a controller configured to control the drive system in response to control signals; a processor configured to provide control signals to the controller; and a lifting mechanism for lifting a ground-engaging portion of an aircraft off the ground; wherein the at least one steerable wheel is configured to enable the vehicle to travel in a longitudinal direction and a lateral direction.
2. The vehicle of claim 1, comprising a pair of vehicle modules, each vehicle module comprising: a drive system comprising at least one driven wheel and at least one steerable wheel, wherein the at least one steerable wheel is configured to enable the vehicle module to travel in a longitudinal direction and a lateral direction; a controller configured to control the drive system in response to control signals; a processor configured to provide control signals to the controller; and a roller for engaging a ground-engaging portion of an aircraft, wherein the lifting mechanism comprises the roller of each vehicle module; wherein the vehicle is configured to move the rollers towards each other when each of the rollers engages an opposite side of a same ground-engaging portion of an aircraft to enable the vehicle modules to lift the ground-engaging portion off the ground using the rollers.
3. The vehicle of claim 2, wherein the vehicle is configured to move the vehicle modules towards each other when each of the rollers engages an opposite side of a same ground-engaging portion of an aircraft to move the rollers towards each other and cause the rollers to lift the ground-engaging portion off the ground.
4. The vehicle of claim 3 or claim 4, wherein the rollers are height adjustable.
The vehicle of any of claims 2 to 4, wherein each vehicle module comprises a coupling part configured to couple to the coupling part of the other vehicle module.
6. The vehicle of claim 5, wherein the coupling part of each vehicle module comprises a universal coupling part configured to couple to a further coupling part other than the coupling part of the other vehicle module.
7. The vehicle of claim 6, wherein the further coupling part is a coupling part of an auxiliary apparatus, such as a snow plough or a battery pack for an electric aircraft.
The vehicle of any one of claims 2 to 7, wherein the vehicle further comprises a communication system configured to provide a communication link between the processors of the vehicle modules, wherein the processor of each vehicle module is configured to provide feedback signals to the processor of the other vehicle module via the communication link and the processor of each vehicle module is configured to provide control signals to the controller of the respective vehicle module in response to the feedback signals received from the processor of the other vehicle module.
9. The vehicle of claim 8, wherein each vehicle module comprises an optical source and an optical detector and the communication system comprises the optical source and the optical detector of each of the vehicle modules, wherein the communication link provided by the communication system comprises an optical communication link provided by the optical sources and detectors.
10. The vehicle of claim 1, comprising a sensing system configured to provide at least one sensing output to the processor, the processor being configured to process the at least one sensing output to provide control signals to the controller to enable operation of the vehicle in an autonomous mode; or the vehicle of any of claims 2 to 9, wherein each vehicle module comprises a sensing system configured to provide at least one sensing output to the processor of the respective vehicle module, the processor being configured to process the at least one sensing output to provide control signals to the controller of the respective vehicle module to enable operation of the respective vehicle module in an autonomous mode.
11. The vehicle of claim 1, or claim 10 when dependent on claim I, wherein the processor is configured to receive at least one operator input from a human operator, the processor being configured to process the at least one operator input to provide control signals to the controller to enable operation of the vehicle in a manual mode; Or the vehicle of any of claims 2 to 9, or claim 10 when dependent on any of claims 2 to 8, wherein the processor of each vehicle module is configured to receive at least one operator input from a human operator, the processor being configured to process the at least one operator input to provide control signals to the controller of the respective vehicle module to enable operation of the respective vehicle module in a manual mode.
12. The vehicle of any preceding claim, comprising one or more omni-wheels in addition to the at least one driven wheel and the at least one steerable wheel. I5
13. The vehicle of any preceding claim, wherein the drive system comprises at least one driven wheel which is also a steerable wheel, or wherein the or each driven wheel of the drive system is also a steerable wheel.
14. The vehicle of any preceding claim, wherein the drive system comprises at least one electric motor configured to drive the at least one driven wheel.
15. The vehicle of claim 14, wherein the drive system comprises a driven wheel and an electric motor, wherein the electric motor is an in-wheel motor of the drive wheel: or wherein the drive system comprises a plurality of driven wheels and a plurality of electric motors, wherein the number of driven wheels of a subset of the plurality of driven wheels is equal to the number of electric motors, wherein each of the electric motors is an in-wheel motor of a different one of the subset of driven wheels.
16. The vehicle of any preceding claim, wherein the drive system comprises a steerable wheel and a turntable, wherein the steerable wheel is mounted to the turntable such that the rotational axis of the steerable wheel is perpendicular to the rotational axis of the turntable, wherein the controller is configured to cause the turntable to rotate to steer the steerable wheel; or wherein the drive system comprises a plurality of steerable wheels and a plurality of turntables, wherein the number of steerable wheels of a subset of the plurality of steerable wheels is equal to the number of turntables and each of the steerable wheels of the subset is mounted to a different one of the turntables such that the rotational axis of the steerable wheel is perpendicular to the rotational axis of the respective turntable, wherein the controller is configured to cause each of the turntables to rotate to steer the respective steerable wheel mounted thereto.
17. The vehicle of any preceding claim, comprising at least one weight sensor configured to measure a weight of an aircraft lifted off the ground by the lifting mechanism.
18. A system comprising a plurality of vehicles according to claim 1, or of any of claims 10 to 17 when dependent on claim 1, the system comprising a communication system configured to provide a communication link between the plurality of vehicles, wherein the processor of each of the vehicles is configured to provide control signals to the processor of each of the other vehicles and the processor of each vehicle is configured to provide control signals to the controller of the respective vehicle in response to control signals received from the processor of any of the other vehicles; or a system comprising a plurality of vehicles according to any of claims 2 to 9, or of any of claims 10 to 17 when dependent on any of claims 2 to 9, the system comprising a communication system configured to provide a communication link between the plurality of vehicles, wherein the processor of each vehicle module of each of the vehicles is configured to provide control signals to the processor of each vehicle module of each of the other vehicles and the processor of each vehicle module of each vehicle is configured to provide control signals to the controller of the respective vehicle module in response to control signals received from the processor of either vehicle module of any of the other vehicles.
19. The system of claim 18 when dependent on claim 1, or on any of claims 10 to 17 when dependent on claim 1, comprising a central controller and a communication system configured to provide a communication link between the central controller and the processor of each of the vehicles, wherein the central controller is configured to provide control signals to the processor of each of the vehicles and the processor of each of the vehicles is configured to provide control signals received from the central controller to the controller of the respective vehicle; or the system of claim 18 when dependent on any of claims 2 to 9, or on any of claims 10 to 17 when dependent on any of claims 2 to 9, comprising a central controller and a communication system configured to provide a communication link between the central controller and the processor of each vehicle module of each of the vehicles, wherein the central controller is configured to provide control signals to the processor of each vehicle module of each of the vehicles and the processor of each vehicle module of each of the vehicles is configured to provide control signals received from the central controller to the controller of the respective vehicle module.
20. The system of claim 18 or claim 19, comprising an aircraft, the aircraft comprising a plurality of ground-engaging portions, wherein the number of vehicles is equal to the number of ground-engaging portions, wherein each vehicle is arranged to lift a different one of the ground-engaging portions off the ground so as to lift the aircraft completely off the ground.
21 The system of any one of claims 18 to 20, further comprising one or more auxiliary apparatus, such as a snow plough or a battery pack for an electric aircraft, wherein the or each auxiliary apparatus comprises a portion configured to co-operate with the lifting mechanism of each vehicle such that the vehicle can be used to lift and manoeuvre the auxiliary apparatus.
22. A method of manoeuvring the aircraft of claim 20 or claim 21 when dependent on claim 19, when dependent on claim 1, or on any of claims 10 to 17 when dependent on claim 1, the method comprising: providing a control signal from the central controller to the processor of each vehicle to cause each vehicle to position itself adjacent a different one of the ground-engaging portions of the aircraft; providing a control signal to cause the lifting mechanism of each vehicle to lift the respective ground-engaging portion of the aircraft off the ground; providing a control signal to the processor of each vehicle to move the aircraft from a first location to a second location; and providing a control signal from the processor of each vehicle to the controller of the respective vehicle to control the drive system of the respective vehicle to move the aircraft from the first location to the second location; or a method of manoeuvring the aircraft of claim 20 or claim 21 when dependent on claim 19, when dependent on any of claims 2 to 9, or on any of claims 10 to 17 when dependent on any of claims 2 to 9, the method comprising: providing a control signal from the central controller to the processor of each vehicle module of each vehicle to cause each vehicle to position itself adjacent a different one of the ground-engaging portions of the aircraft with each vehicle module of each respective vehicle positioning itself on an opposite side of the respective ground-engaging portion; providing a control signal to cause the vehicle to move the rollers of each vehicle towards each other to lift the respective ground-engaging portion IS of the aircraft off the ground; providing a control signal to the processor of each vehicle module of each vehicle to move the aircraft from a first location to a second location; and providing a control signal from the processor of each vehicle module to the controller of the respective vehicle module to control the drive system of the respective vehicle module to move the aircraft from the first location to the second location.
23. The method of claim 22, when dependent on any of claims 5 to 7, or on any of claims 8 to 17 when dependent on any of claims 5 to 7, comprising coupling the coupling parts of the vehicle modules together.
24. The method of claim 22 or claim 23, wherein the first location is a landing location of the aircraft and the second location is an electric charging point, a hydrogen refilling point, a hanger, a passenger terminal, or a cargo terminal; or the first location is an electric charging point, a hydrogen refilling point, a hanger, a passenger terminal, or a cargo terminal and the second location is a take-off location of the aircraft.