WO2020127649A1 - Procédé de détection d'un obstacle sur un poste de stationnement d'aéronef - Google Patents

Procédé de détection d'un obstacle sur un poste de stationnement d'aéronef Download PDF

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Publication number
WO2020127649A1
WO2020127649A1 PCT/EP2019/086188 EP2019086188W WO2020127649A1 WO 2020127649 A1 WO2020127649 A1 WO 2020127649A1 EP 2019086188 W EP2019086188 W EP 2019086188W WO 2020127649 A1 WO2020127649 A1 WO 2020127649A1
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WO
WIPO (PCT)
Prior art keywords
aircraft
stand
obstacle
zone
observation zone
Prior art date
Application number
PCT/EP2019/086188
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English (en)
Inventor
Martin Martinez
Original Assignee
thyssenkrupp Airport Solutions, S.A.
Thyssenkrupp Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by thyssenkrupp Airport Solutions, S.A., Thyssenkrupp Ag filed Critical thyssenkrupp Airport Solutions, S.A.
Publication of WO2020127649A1 publication Critical patent/WO2020127649A1/fr

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Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/04—Anti-collision systems
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0017—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information
    • G08G5/0026—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information located on the ground
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/06—Traffic control systems for aircraft, e.g. air-traffic control [ATC] for control when on the ground
    • G08G5/065—Navigation or guidance aids, e.g. for taxiing or rolling

Definitions

  • the invention refers to civil aviation airport equipment.
  • WO 2004 / 038675 A2 discloses a method and system for detection of foreign objects on an airport travel surface.
  • a plurality of object detector modules is mounted on a corresponding plurality of existing aircraft travel surface lighting supports.
  • a high speed detection output analyzer operative provide a high speed output indication of a presence of any foreign object on the airport travel surface.
  • US 2011/0063445 A1 discloses a surveillance system and method for detecting a foreign object, debris, or damage on an airport runway.
  • the system comprises one or more cameras for capturing images of the runway.
  • An image processing system is provided for detecting the objects on the runway based on adaptive image processing of the images captured by the cameras.
  • US 5,675,661 and EP 1 350 124 B1 each discloses a docking guidance system for guiding an aircraft at an aircraft gate.
  • the docking guidance system is equipped with a scanner for detecting obstacles in the parking area of the aircraft.
  • US 5,675,661 A discloses a stationary obstacle detection system located at an airport stand. Here sensors are located at the stand, which can detect the presence of objects which may collide with an approaching aircraft.
  • US 2015/0051757 A1 discloses a method for monitoring an autonomous accelerated pushback process in an aircraft equipped with an engines-off taxi system.
  • a plurality of sensors monitor a portion of said aircraft’s ground environment and space surrounding said aircraft’s exterior for obstacles. All sensors are mounted at the aircraft.
  • the invention refers to a method for detecting an obstacle in an aircraft stand during moving an aircraft on the stand, in particular during parking and/or of the aircraft.
  • the invention refers also to an obstacle detection arrangement adapted to perform a method as described herein.
  • Embodiments are subject of the subclaims and the description.
  • the method uses a stationary obstacle detection system. That means that the sensors are located fixedly at the airport.
  • the stationary detection system can be supported by any data originating from the aircraft.
  • the fixed sensor may be supported by at least one movable sensor.
  • the stand is not a taxiway and a taxiway is not a stand.
  • the stand is in particular understood as an area in which the aircraft can be parked.
  • other devices can be located at least temporarily, e.g. baggage carts, busses, tank trucks.
  • the difficulty is here, that on the one hand particular zones of the stand must be free from any objects when the aircraft is entering or leaving; on the other hand this particular zones are occupied by objects when the aircraft is parked.
  • the taxiway is in particular understood as an area which is used exclusively for the transfer of moving devices, in particular for the transfer of aircrafts between different ground positions, e.g. from a stand to the runway.
  • the taxiway must be free of any stationary objects at any time for enabling the safe transfer of the aircrafts on the ground.
  • the taxiway may also be used or at least traversed by vehicles, e.g. busses or trucks, but these vehicles must not be parked on the taxiway.
  • observation zone Observing an observation zone of the stand for obstacles, Issuing an obstacle signal, if an obstacle is detected within the observation zone.
  • the observation zone is in particular not a constant area, rather it is an area which can adopt several embodiments based on the operation parameters.
  • the operation parameter comprises the actual position of the aircraft; the following steps are performed: Repeatedly Monitoring the current position of the aircraft during movement along the stand; Repeatedly Adapting the observation zone based on the monitored position. So the actual area which is observed is depending on the position of the aircraft and the zone may change its shape when the aircraft is moving on the stand.
  • the following steps are performed: Detecting that the aircraft is moving on the stand (this includes also: Detecting the aircraft is moving into the stand from outside the stand), in particular Detecting that the aircraft is approaching the stand for parking, or Detecting that the aircraft is unparking; the step of Observing is started not later than the step of Detecting has detected an approaching or unparking aircraft at the stand. This enables the possibility to leave the observation in a standby mode; as soon as movement of the aircraft starts the observation procedure needs to run.
  • the observation zone is then defined and/or adapted based on the determined geometry or type of the aircraft. Conseguently the shape of the observation zone can made depending on the aircraft, which leads to better observation results.
  • the exception zone is in particular an area located within the observation zone.
  • the exception zone constitutes an area, in which any determined objects are not treated as an obstacle.
  • objects here may be parts of the aircraft itself. Since the observation may not be able to differentiate any obstacle from the parts of the aircraft in a particular embodiment advantageous to exclude particular areas area by means of the exception zone, in which the aircraft currently located.
  • the exception zone is moveable based on a change of an operation parameter, in particular based on a change of the aircraft’s position.
  • observation zone and/or the exception zone may be a three dimensional spatial area.
  • the shape of exception zone is stored in a database and is retrieved from the database upon a reguest based on the determined geometry and/or type of the aircraft.
  • the shape of various aircraft types are stored in particular within a database, which can be used to generate the exception zone on demand.
  • the shape of the observation zone may be stored within a database.
  • the operation parameter comprises a selected centerline out of a plurality of centerlines; here the method comprises the steps:
  • the selected centerline in main constitutes the path, on which the aircrafts nose wheel will run during parking and/or unparking.
  • MARS Multiple Aircraft Ramp System
  • the selection of the centerline defines, in which area of the stand the aircraft may be occupied by the aircraft, and also important which areas of the stand may not be occupied by the aircraft. These other not occupied areas may be used for accommodating objects in particular wings of other aircrafts parked on a neighboring stand, which may overlapping into the MARS stand or for accommodating any other objects.
  • the observation zone comprises a frontal observation area on the stand extending in front of the aircraft and at least temporary a rear observation area on the stand extending rearwards of the wings of the aircraft, in particular within a wing-spread of the aircraft.
  • a conventional obstacle detection system in particular comprising merely one observation sensor on the VDSG cannot detect objects located behind the aircraft, in particular objects, which are located within the wing-spread of the aircraft.
  • a first obstacle sensor adapted to detect an obstacle in a first observation zone in the stand in front of the aircraft when the aircraft is parked at the stand,
  • At least one, in particular a plurality of, second obstacle sensor adapted to detect an obstacle in a second observation zone, which is at least temporarily located behind the wings of the aircraft when the aircraft is parked at the stand or when the aircraft is unparking from the stand.
  • the combination of the first and second sensors enables a comprehensive obstacle observation zone of the stand, thereby allowing recognizing obstacles within the observation zones. Even obstacles in the shadow of the aircraft, in particular the wings, when viewed from one sensor can be detected by another sensor. In particular different observation zones can overlap each other.
  • the arrangement is adapted to perform at least one or more of the following functions:
  • - provide a visual stop signal indicating that the aircraft is to be stopped, in particular a visual stop signal to the pilot of the aircraft on the stand;
  • one or more of the preceding functions may be implemented in a VDGS which is a component of the arrangement.
  • the rear observation zone is observed by at least one second obstacle sensor, in particular a plurality of second obstacle sensors, which are at least temporarily located behind the wings of the aircraft.
  • the second obstacle sensors are located at height over ground of max. 1 meter, in particular max 0,5 meters. This enables that the sensors can be passed by an aircraft wing even in an overlapping manner (when viewed in top view). This is in particular important at a MARS stand, at which the wings can overlap onto the neighboring stand.
  • the second sensors can be located a various heights also above 1 meter and including any combination of sensors located a heights above or below lm.
  • the front observation zone is observed by at least one first obstacle sensor, which is, in particular at least temporarily, located in front of the nose of the aircraft, in particular the first obstacle sensor is located in front of the nose of the aircraft during the whole movement of the aircraft within the stand.
  • front / in front of and rear / rearwards / behind are in particular considered with respect to the main driving direction of the aircraft in particular when approaching the stand or parked at the stand in a“nose in” orientation.
  • the aircraft is in particular parked“nose in” means that the nose of the aircraft is driving into the stand with the nose ahead and the tail is following.
  • the first obstacle sensor is at least located at or in a main housing of a VDGS (Visual docking guidance system).
  • the first obstacle sensor is a component of the VDGS.
  • the VDGS may also comprise a laser scanner for detecting a position of the aircraft.
  • the VDGS may be adapted to identify the type of the aircraft, as in particular describe within EP EP 2 660 152 A2 or EP 2 660 153 A2.
  • the first height of the first sensor is larger than the second height of the at least one second sensor. This leads to an advantageous combination of area, which can be observed by one sensor.
  • the more elevated first sensor can detect obstacles over a larger area; the lower sensor sensors can detect obstacles below or behind the aircraft since it can watch under the aircraft.
  • the first height is at least twice as large as the second height.
  • the first obstacle sensor is located at a first height of at least 1 meters, in particular at least 2 meters.
  • the least one of the second obstacle sensors is fixedly located, and/or at least one of the first obstacle sensors is fixedly located,
  • the at least second obstacle sensor is located at a first height, which is different to a second height of at least one of the at least second obstacle sensors.
  • the method is used during rearward movement of the aircraft, in particular during a pushback of the aircraft, in particular when the nose in parked aircraft is unparked.
  • the invention comprises also an aircraft stand, in particular a MARS stand, comprising an arrangement according to any of the preceding claims.
  • the aircraft stand is in particular neighbored to a taxiway.
  • the invention refers also to an tarmac area, comprising at least one aircraft stand, in particular a plurality of aircraft stands, and a taxiway, neighbouring the stand.
  • the tarmac is considered as the general term covering stands and taxiways.
  • FIG. 6 a flow diagram of step S3 in figure 5;
  • fig. 8 an airport MARS stand during the inventive method according to an embodiment of the invention in top view;
  • fig. 9 an airport MARS stand during the inventive method according to an embodiment of the invention in top view.
  • Figure 1 shows an apron area of an airport.
  • the airport has a plurality of gates 3, each having a respective stand 4 on which an aircraft 5 can be parked.
  • a passenger boarding bridge 7 is provided, through which passengers can enter or leave the aircraft 5.
  • a VGDS (Visual docking guidance system) 20 is provided to support the pilot (in particular including the co-pilot) sitting in the aircraft 5 when driving the aircraft 5 to the correct parking position.
  • a gate can comprise more than one passenger boarding bridges 7, more than one centerlines 6 and/or more than one VDGS 20.
  • An aircraft 5 is approaching the gate 3a from the taxiway 4.
  • the stand 2 is observed by an, in particular stationary, obstacle detection system.
  • the obstacle detection here is part of the VDGS 20.
  • Attached at a VDGS’s main housing 23 is a first obstacle sensor 21.
  • the first obstacle sensor 21 can observe an obstacle observation zone 12 on the stand 2 from the perspective of the VDGS main housing. In general the sensors are stationary located at the stand.
  • the invention proposes to continuously observe the stand 2 while (and despite) the aircraft 5 is moving on the stand 2. Therefore the VDGS 20 tracks the aircraft 5, thereby continuously determining the position of the aircraft 5. Based on the determined position of the aircraft 5 the obstacle observation zone 12 is continuously adapted, so that any obstacle observation results are not falsified by the aircraft 5 itself.
  • Figure 1 shows a basic embodiment. Initially the obstacle observation zonel2 covers the complete stand 2 of gate 3a. During the further movement of the aircraft into or within the aircraft stand the position of the aircraft 5 is repeatedly in particular continuously determined by the VDGS 20, shown on the aircraft approaching at gate 3b. Based on the determined position of the aircraft 5 the obstacle observation zonel2 is reduced to the zone in front of the nose 52 of the aircraft 5. When the aircraft 5 has reached the final parking position as shown at gate 3c in figure 1 , merely a small area in front of the nose 52 remains as the obstacle observation zonel2.
  • any obstacles entering the stand 2 in front of the aircraft’s nose 52 are detected during parking the aircraft 5.
  • a baggage cart 9 entering the stand 2 during the situation as shown at gate 3b will be detected as an obstacle. This may lead to issuance of this signal 25, here a visual STOP-signal provided at a display of the VDGS 20. craft
  • FIG 2 An improvement of the method described in figure 1 is shown in figure 2.
  • the obstacle observation zone 12 considers the shape of the aircraft 5.
  • the observation zone 12 extends behind the nose 52 of the aircraft 5 in the area left and right of the aircraft in front of the wings 51.
  • the observation zone 12 extends up to the wings 51 of the aircraft 5.
  • an exception zone 13 is established around the aircraft 5, which is reduces the effective observation zone 12.
  • FIG 3 An improvement of the method as described in figure 2 is shown in figure 3.
  • the obstacle observation zone 12 extends additionally to a rear area of the aircraft 5. Therefore a plurality of second observation sensors 22 is provided at distant positions of the VDGS main housing 23.
  • the second observation sensors 22 observe a rear observation zone 12r behind the aircraft’s wings 51 , while the first observation sensor 21 observes a front observation zone 12f in front of the aircraft’s wings 51.
  • the rear observation zone 12r also includes areas within the wing-spread W of the aircraft 5 Also here an exception zone 13 is established around the aircraft 5.
  • the ability to observe the area behind the aircraft’s wings 51 is in particular important during pushback of the aircraft 5 when aircraft 5 is leaving the stand 2. Conventionally during pushback any obstacles are merely observed by a ramp agent walking on the ground and/or the driver of the pushback tug, which is not very reliable.
  • the exception zone 13 covers in main the position and shape the aircraft 5 and in particular in addition a small clearance zone around the aircraft, in particular when viewed in top view. So the exception zone 13 is a zone enveloping the aircraft 5.
  • VDGS 20 and the sensors 21, 22 are connected to each other by a non shown data connection, which can be wired or unwired.
  • Figure 4 illustrates parameters of the exception zone 13.
  • an Airbus A350 which is larger than e.g. an Airbus A320 at gates 3b and 3c.
  • the exception zone 13 is established based on the geometry of the aircraft, more advantageously based on the aircraft type, which provides a definite link to the aircraft’s geometry. Therefore the VDGS 20 has access to a database 24 comprising the geometry of the most common aircraft types.
  • the VDGS 20 may acguire information, in particular the aircraft type, of the approaching aircraft type as described in patent applications EP 2 660 152 A2 or EP 2 660 153 A2.
  • the determined position comprises longitudinal position X along the centerline and the lateral offset Y from the centerline (see aircraft located at gate 3c in figure 4). Position detection of the aircraft can be performed as described in patent application LU 100979 (unpublished yet).
  • Figure 5 shows the algorithm for establishing and continuously tracking the exception zone 12.
  • step SI the VDGS 20 scans the stand 2 for any approaching aircraft 5.
  • step S2 as soon as an approaching aircraft 5 is detected the aircraft type is determined by the VDGS 20.
  • step S3 the exception zone 13 is provided. There are several possibilities for providing the exception zone. Some examples will be explained with reference to figure 6.
  • step S3a database 24 is consulted for the exception zone 13.
  • a predefined exception zone 13 is retrieved from the database 24 based on the determined aircraft geometry or type. Therefore the database 24 comprises a plurality of predefined exception zones, from which one exception zone can be selected. The more detailed the input to the database guery is the more accurate is the retrieved exception zone. If merely a rough size of the aircraft is provided, the retrieved exception zone must cover a variety of aircrafts which falls under the provided size. In a preferred embodiment the exact aircraft type is provided to the database guery; then the database 24 can provide an exception zone which fits 100% to the shape of the aircraft 5.
  • step S3a database 24 is consulted for the exception zone 13.
  • a predefined exception zone 13 is retrieved form the database 24 based on the determined aircraft geometry or type. Therefore the database 24 comprises a plurality of predefined exception zones, from which one exception zone can be selected. The more detailed the input to the database guery is the more accurate is the retrieved exception zone. If merely a rough size of the aircraft is provided, the retrieved exception zone must cover a variety of aircrafts which falls under the provided size. In a preferred embodiment the exact aircraft type is provided to the database guery; then the database 24 can provide an exception zone which 100% fits to the shape of the aircraft 5.
  • the database 24 is consulted for the shape of the aircraft.
  • a predefined aircraft shape is retrieved form the database 24 based on the determined aircraft type or based of a partial shape which may be determined by the VDGS as described in LU 100979. Therefore the database 24 comprises a plurality of predefined aircraft shapes, from which the VDGS can select one specific shape.
  • the VDGS or any other computer can generate an exception zone.
  • the exception zone 13 can be generated by establishing an enveloping surface around the retrieved aircraft shape.
  • steps S4 to S7 are performed repeatedly. Repeatedly means in particular that the steps are repeated at a certain repetition rate, which is in particular shorter than 5 seconds, in particular shorter than 2s. Repeatedly in particular comprising continuously, which in particular means“repeatedly with a repetition rate of less than 1 second”.
  • step S4 the position of the aircraft 2 is monitored. This may be performed by the conventional functionality of the VDGS 20.
  • the step Monitoring provides the current position of the aircraft within the stand 2.
  • the monitored position can be comprise the X-coordinate, which is sufficient for the embodiment of figure 2.
  • the position of the aircraft 2 is monitored.
  • the position comprises the X and Y coordinate of the aircraft 5 on the stand 2.
  • step S5 the exception zone 13 is positioned to the monitored position.
  • the position reguires / comprises merely the X-coordinate for proper positioning the exception zone.
  • step S6 the observation is performed.
  • the sensors may comprise stereo camera which can clearly differentiate between any three-dimensional objects protruding upwards form the stand and flat painting on the stand, e.g. the painting of the centerline.
  • an obstacle signal is issued.
  • the obstacle signal can lead to various actions.
  • One possible action is to issue a STOP-signal on the screen of the VDGS.
  • step S7 it is checked, whether the aircraft has reached the final parking position (during parking) or the aircraft has fully left the stand 2 (during unparking). In both cases the process of observation concerning obstacles can be stopped. Otherwise the method returns to step S4.
  • Figure 7 shows the stand 2 comprising the obstacle sensors 21 , 22 in perspective view.
  • the first sensor is provided at height position H21 of at least 1 meter, in particular at least 2 meters. The increased height enables observation of a most large observation area by the first sensor 21.
  • the 1 obstacle sensor is located at a front position of the stand.
  • the plurality second sensors 22 is located at a height H22, which is reduced compared to the height position f the first sensor 21.
  • the second sensor 21 are located at a more rearward position compared to the first sensor21 , enabling to observe also an area which is behind of the aircraft’s wings, in particular when applied in a MARS stand.
  • the height of the second sensors is in particular max. 1 meters over ground, in particular max 0.5 meters over ground.
  • Each of the sensor 21 , 22 may comprise a stereo camera or another sensor, each of which can identify any three dimensional object 9 within its field of view and protruding from the ground.
  • position R of the object 9 relative to the sensor can be determined.
  • the position of the sensor itself is known, so by adding the relative position to the position of the sensor the absolute position of the objects 9 can be determined.
  • the spatial range of the observation zone 12 can be defined at will. A comparison between the position of object 9a and the defined spatial range of the observation zone 12 leads to the determination, that object 9a is within the observation zone 12. Conseguently object 9a is an obstacle. A comparison between the position of object 9b and the spatial range of the observation zone 12 leads to the determination, that object 9b is not within the observation zone 12. Conseguently object 9b is not treated as an obstacle.
  • Figure 8 shows a MARS stand 2M in two different situations.
  • the stand 2M comprises more than one centerline per gate 3, in particular three centerlines 6a3 6b, 6c, which are distant to each other and/or not parallel to each other.
  • the provision of multiple centerlines with in one MARS stand 2M enables that aircrafts can be parked at variety of different positions.
  • FIG. 8b For example in the situation of figure 8b a larger aircraft is parked on centerline 6b, which is oriented angled to the other centerlines. The larger aircraft reguires, that merely a smaller aircraft 5S is parked on an off-centered parking position within the neighboring stand.
  • Figure 9 shows another embodiment based on figure 8. The description referring to figure 8 is applicable to the embodiment of figure 9.
  • a third obstacle sensor is provided which is focused on a MARS stand overlapping zone 14.
  • a MARS stand overlapping zone 14 is an area, which overlaps into the stand areas of two neighboring stands, at least one of which is a MARS stand 2M. At a MARS stand is is often the situation, that an aircraft 5L is overlapping into the adjacent stand , in particular with its wings.
  • this situation can be determined; If the MARS stand overlapping zone 14 is occupied partly by an aircraft a certain centerline close to the MARS stand overlapping zone 14, here e.g. centerline 6c, can be closed for any aircraft. Also when an aircraft is approaching to the MARS stand overlapping zone 14 this zone can be observed for any other obstacle, here e.g. the baggage cart 9.
  • a movable, e.g. fourth, obstacle sensor 34 provided on a PBB 7.
  • the obstacle sensor is movable with the PBB 7. So the fourth obstacle sensor is in always in a position where it can observe an area, which may - viewed from another stationary obstacle sensor 21 , 22, 33 - be located in a shadow are of PBB 7.
  • a combination of fixed obstacle sensors 21 , 22, 23 and movable obstacle sensors 34 is established, where the position of the movable obstacle sensor is e.g. dependent from the position of the PBB7.
  • first, second, third and fourth serve merely for differentiating several object form each other; however these terms do not prejudice a certain amount of object; in particular the presence of a fourth object does not reguire the presence of a first, a second and a third object.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Traffic Control Systems (AREA)

Abstract

La présente invention concerne un procédé de détection d'un obstacle sur un poste de stationnement d'aéronef (2) lors du déplacement d'un aéronef (5) sur le poste de stationnement (2), en particulier lors du stationnement et/ou du départ de l'aéronef (5), le procédé comprenant les étapes suivantes consistant : - à observer une zone d'observation (12) comprenant une zone d'observation frontale (12f) du poste de stationnement (2) devant l'aéronef (5) concernant des obstacles (9), - à émettre un signal d'obstacle, si un obstacle (9) est détecté à l'intérieur de la zone d'observation (12) ; la zone d'observation (12) comprenant une zone d'observation arrière (12r), qui est, au moins temporairement, située derrière les ailes (51) de l'aéronef (5).
PCT/EP2019/086188 2018-12-20 2019-12-19 Procédé de détection d'un obstacle sur un poste de stationnement d'aéronef WO2020127649A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102018222576 2018-12-20
DE102018222576.1 2018-12-20
DE102019204415 2019-03-29
DE102019204415.8 2019-03-29

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WO2020127649A1 true WO2020127649A1 (fr) 2020-06-25

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6545601B1 (en) * 1999-02-25 2003-04-08 David A. Monroe Ground based security surveillance system for aircraft and other commercial vehicles
US20150051757A1 (en) * 2013-08-15 2015-02-19 Borealis Technical Limited Method for Monitoring Autonomous Accelerated Aircraft Pushback
US20180354650A1 (en) * 2016-08-15 2018-12-13 Singapore Technologies Dynamics Pte Ltd Automatic passenger boarding bridge docking system

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6545601B1 (en) * 1999-02-25 2003-04-08 David A. Monroe Ground based security surveillance system for aircraft and other commercial vehicles
US20150051757A1 (en) * 2013-08-15 2015-02-19 Borealis Technical Limited Method for Monitoring Autonomous Accelerated Aircraft Pushback
US20180354650A1 (en) * 2016-08-15 2018-12-13 Singapore Technologies Dynamics Pte Ltd Automatic passenger boarding bridge docking system

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