WO2020127660A1

WO2020127660A1 - Method for detecting an obstacle on an aircraft stand

Info

Publication number: WO2020127660A1
Application number: PCT/EP2019/086202
Authority: WO
Inventors: Martin Martinez
Original assignee: thyssenkrupp Airport Solutions, S.A.; Thyssenkrupp Ag
Priority date: 2018-12-20
Filing date: 2019-12-19
Publication date: 2020-06-25
Also published as: DE102018222597A1

Abstract

Method for detecting an obstacle on an aircraft stand (2) during moving an aircraft (5) on the stand (2), in particular during parking and/or unparking of the aircraft (5), the method comprising the following steps: - Observing an observation zone (12) of the stand (2) for obstacles (9), - Issuing an obstacle signal (25), if an obstacle (9) is detected within the observation zone (12); Defining the observation zone (12) based on at least one operation parameter.

Description

Method for detecting an obstacle on an aircraft stand

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 shows an aircraft docking system. The system has means for identifying the presence of obstacles in the stand area. Signaling means are provided to signal the presence of said identified obstacles.

EP 3 222 529 A1 discloses an aircraft docking system comprising a light based verification and positioning system adapted to monitor an aircraft expected to arrive at a stand in a volume in connection to the stand. The light based verification and positioning system is further adapted to control the extension of the monitored volume based on received position data of the aircraft. Obstacle detection is not part of the disclosure.

The object of the invention is solved by a method and an arrangement according to the main claims; embodiments are subject of the subclaims and the description.

According to the main claims 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. According to the main claims the invention refers also to an invention referees also to an obstacle detection arrangement adapted to perform a method as described herein.

Embodiments are subject of the subclaims and the description.

In particular 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. In the stand also 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.

In an embodiment the method comprising the following steps:

Observing an observation zone of the stand for obstacles, Issuing an obstacle signal, if an obstacle is detected within the observation zone. Defining the observation zone based on at least one operation parameter. Here 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.

In an embodiment 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.

In an embodiment 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. In an embodiment the following steps are performed:

Determining the geometry, in particular size and/or shape, of the aircraft and/or Determining the type of the aircraft. 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.

In an embodiment the following steps are performed:

Providing an exception zone based on at least one of the determined geometry and type of the aircraft. In the step of Defining and/or Adapting the observation zone is reduced by the exception zone. The exception zone is in particular an area located within the observation zone. However the exception zone constitutes an area, in which any determined objects are not treated as an obstacle. In particular 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. In particular the exception zone is moveable based on a change of an operation parameter, in particular based on a change of the aircraft’s position.

In particular the observation zone and/or the exception zone may be a three dimensional spatial area.

Method according to the preceding claim,

wherein in the step Defining and/or Adapting the exception zone is positioned to the monitored position of the aircraft.

In an embodiment 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.

Alternatively the shape of various aircraft types are stored in particular within a database, which can be used to generate the exception zone on demand.

In an emboiment the shape of the observation zone may be stored within a database.

In an embodiment the operation parameter comprises a selected centerline out of a plurality of centerlines; here the method comprises the steps:

Determining a selected centerline out of a plurality of centerlines of one single stand, Defining the observation zone based on the selected centerline. The selected centerline in main constitutes the path, on which the aircrafts nose wheel will run during parking and/or unparking. In particular if more than one centerlines are provided on a MARS (Multiple Aircraft Ramp System) stand, then 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.

These objects on the non occupied areas of the stand are conseguently not to be treated as an obstacle. However this“non obstacles status” may rapidly change for such an object as soon as another centerline may be selected or if on another stand a wide body aircraft may be parked instead of a narrow body aircraft. The same object on the same position may be considered as an obstacle since it is in the path of the aircraft during parking along the newly selected centerline.

In an embodiment 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. To observe the area behind the aircraft is in particular advantageous, when the aircraft is unparked form the parking position on the stand. 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.

In an embodiment the arrangement comprising:

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,

and

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.

In an embodiment the arrangement is adapted to perform at least one or more of the following functions:

- Detect an aircraft approaching the stand or an aircraft unparking at the stand, - repeatedly monitor the position of the aircraft on the stand;

- Determine the geometry, in particular size and/or shape, and/or type of the aircraft;

- 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;

- observe an observation zone in view of an obstacle located on the stand, in particular detect an obstacle within the observation zone,

- determine a selected centerline out of a plurality of centerlines within one single stand, and in particular perform at least one of the preceding functions based on the determined selected centerline.

In an embodiment one or more of the preceding functions may be implemented in a VDGS which is a component of the arrangement.

In an embodiment 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.

In embodiment 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. In another embodiment 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.

In an embodiment 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.

The terms 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. At a stand according to the invention 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. Assumable more than 90% of all stands of the major international airports, which are located directly at the gate and provided with a passenger boarding bridge connecting the aircraft directly with the terminal building, are“nose in” stands. It should be understood that the principle described in the present description is also applicable to a“nose-out” position, in which the aircraft is parked in a inverted orientation, or in any other orientation.

In an embodiment the first obstacle sensor is at least located at or in a main housing of a VDGS (Visual docking guidance system). In particular 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 2 660 152 A2 or EP 2 660 153 A2.

In an embodiment 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.

In an embodiment the first height is at least twice as large as the second height.

In an embodiment the first obstacle sensor is located at a first height of at least 1 meters, in particular at least 2 meters.

In an embodiment the least one of the second obstacle sensors is fixedly located, and/or at least one of the first obstacle sensors is fixedly located,

that 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.

In an embodiment 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.

Generally, all embodiments and advantages, which are claimed and/or described with reference to the method are also applicable to the device or arrangement. Also embodiments and advantages, which are claimed and/or described with reference to the device or arrangement are also applicable to the method.

The invention is explained in more detail by means of the figures, the figures show: fig. 1 an aircraft stand during the inventive method according to an embodiment of the invention in top view;

fig. 2 an aircraft stand during the inventive method according to another embodiment of the invention in top view;

fig. 3 an aircraft stand during the inventive method according to another embodiment of the invention in top view;

fig. 4 an aircraft stand during the inventive method according to another embodiment of the invention in top view;

fig. 5 a flow diagram of parts of the inventive method;

fig. 6 a flow diagram of step S3 in figure 5;

fig 7. an observation arrangement according the invention on an aircraft stand in perspective view;

fig. 8 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. On the ground there is painted a centerline 6, along which a nose wheel of the aircraft 5 is guided when approaching from a taxiway 4. 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. It is to be understood that 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 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.

Conventionally when an aircraft 5 is entering the stand 2 the observation system is switched off, because otherwise the approaching aircraft is detected as a large obstacle. Flowever switching off the observation system leaves the stand without any obstacle observation at a point in time, when the obstacle observation is needed the utmost.

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.

Conseguently any obstacles entering the stand 2 in front of the aircraft’s nose 52 are detected during parking the aircraft 5. E. g. 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

An improvement of the method described in figure 1 is shown in figure 2. Here the obstacle observation zone 12 considers the shape of the aircraft 5. Compared to the embodiment of figure 1 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. For this purpose the observation zone 12 extends up to the wings 51 of the aircraft 5. Additionally an exception zone 13 is established around the aircraft 5, which is reduces the effective observation zone 12.

As an example in situation of the stand 3b in figure 2 a baggage cart 9 is entering stand 2 in the observation zone 12 rear of nose 52 but in front of the wings 51. This cart 9 will be detected as an obstacle which conseguently leads to issuance of the STOP signal 25. In contrast thereto in the method described with figure 1 at situation of gate 3b the baggage cart 9 entering the stand 2 at the same position would not have been detected as an obstacle.

An improvement of the method as described in figure 2 is shown in figure 3. Here 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.

As an example in situation of stand 3b in figure 3 a baggage cart 9 is entering the observation zone behind the wings 51 and will be detected as an obstacle. In contrast thereto in the method described with figure 1 and 2 the baggage cart 9 in this position would not have been detected as an obstacle. In particular during a push back the cart 9 would be a hazardous obstacle.

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.

Database 24, 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. At gate 3a there is e.g. an Airbus A350 which is larger than e.g. an Airbus A320 at gates 3b and 3c. Conseguently 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. In step SI the VDGS 20 scans the stand 2 for any approaching aircraft 5.

In step S2 as soon as an approaching aircraft 5 is detected the aircraft type is determined by the VDGS 20.

In 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.

In a first embodiment (step S3a) database 24 is consulted for the exception zone 13. Here 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.

In an embodiment (step S3a) database 24 is consulted for the exception zone 13. Here 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.

In another embodiment (steps S3b) the database 24 is consulted for the shape of the aircraft. Here 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. Based on the retrieved aircraft shape the VDGS or any other computer can generate an exception zone. In an embodiment the exception zone 13 can be generated by establishing an enveloping surface around the retrieved aircraft shape. The more detailed the input to the database 24 query is the more accurate is the retrieved aircraft shape.

Back to figure 5, the following 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”.

In 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. For the embodiments of figures 2 to 4 the position

advantageously comprises the X and the Y coordinate. For the situation shown at gate 3c in figure 4 it is essential, that the position comprises the X and Y coordinate of the aircraft 5 on the stand 2.

In step S5 the exception zone 13 is positioned to the monitored position. In the embodiment of figure 1 , the position requires / comprises merely the X-coordinate for proper positioning the exception zone.

In step S6 the observation is performed. Here a plurality of methods are provided in the state of the art. In particular 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.

If an obstacle has been detected 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.

In 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. By the sensors 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.

Additionally 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. Here the stand 2M comprises more than one centerline per gate 3, in particular three centerlines 6a, 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.

For example in the situation of figure 8a a smaller aircraft is parked on centerline 6a, which is offset left of the stands center. The parking position in the area of the stand enable, that on the neighboring stand a larger aircraft 5L can be parked, thereby slightly overlapping into the MARS stand 2M where the smaller aircraft is parked. The inventive method enables that the overlapping wing of aircraft 5L in the neighboring stand is not determined as an obstacle.

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.

The observation zone and/or the aircraft approaching at the stand may protrude into the neighboring stand, in particular if the stand or the neighboring stand is a MARS stand. So there are overlapping conditions between neighboring stands. The obstacle observation systems for the both neighboring stands reguire communication between each other to avoid conflicts based by the overlapping situations.

In particular the system may detect if there is a collision risk between aircraft approaching at neighboring stands. The risk can be detected by comparing the obstacle observation zones. If there is an overlapping situation between neighboring observation zones, then there is a risk of collision.

list of reference signs

1 airport

2 stand

2M MARS stand

3 gate

4 taxiway

5 aircraft

51 wings of aircraft

52 nose of aircraft

6 centerline

7 passenger boarding bridge

8 stand-taxiway-border

9 object, e.g. baggage cart

12 obstacle observation zone

12f front observation zone

12r rear observation zone

13 exception zone

20 VDGS

21 first obstacle sensor

22 second obstacle sensor

23 VDGS main housing

24 database

25 signal

H21 height of first obstacle sensor over ground

H22 height of second obstacle sensor over ground

W wing-spread

Claims

1. Method for detecting an obstacle on an aircraft stand (2) during moving an aircraft (5) on the stand (2), in particular during parking and/or unparking of the aircraft (5), the method comprising the following steps:

- Observing an observation zone (12) of the stand (2) for obstacles (9),

- Issuing an obstacle signal (25), if an obstacle (9) is detected within the observation zone (12); characterized by the step:

Defining the observation zone (12) based on at least one operation parameter.

2. Method according to claim 1 ,

characterized in

that the operation parameter comprises the actual position (X, X,Y) of the aircraft (5), and that the method comprises the steps:

Repeatedly Monitoring the current position (X; X,Y) of the aircraft (5) during movement along the stand (2);

Repeatedly Adapting the observation zone (12) based on the monitored position (X; X,Y).

3. Method according any of the to the preceding claims,

characterized by the step:

Detecting that the aircraft is moving on the stand ( 2), in particular

Detecting that the aircraft is approaching the stand for parking, or Detecting that the aircraft is unparking, wherein the step of Observing is started not later than the step of Detecting has detected an approaching or unparking aircraft (5) at the stand (2).

4. Method according to any of the preceding claims,

characterized by the step: Determining the size of the aircraft (5);

Defining and/or Adapting the observation zone (12) based on determined size of the aircraft.

5. Method according to any of the preceding claims,

characterized by the step:

Determining the shape of the aircraft (5);

Defining and/or Adapting the observation zone (12) based on determined shape of the aircraft.

6. Method according to any of the preceding claims,

characterized by the step:

Determining the type of the aircraft (5);

Defining and/or Adapting the observation zone (12) based on a determined type of the aircraft.

7. Method according to any of the preceding claims,

characterized by the step:

Providing an exception zone (13), in particular based on at least one of the determined geometry, in particular size or shape, and type of the aircraft (5);

wherein in the step of Defining and/or Adapting the observation zone (12) is reduced by the exception zone (13),

in particular the exception zone (13) is moveable based on a change of an operation parameter, in particular by a movement of the aircraft.

8. Method according to the preceding claim,

wherein in the step Defining and/or Adapting the exception zone (13) is, in particular repeatedly, positioned to the monitored position (X, X,Y) of the aircraft (2).

9. Method according any of the two preceding claims,

wherein an information, which is reguired to provide the exception zone (13), is stored in a database (24) and is retrieved from the database (24) upon a reguest in particular based on the determined geometry, in particular size and/or shape, and/or type of the aircraft (5); in particular:

shapes of the various observation zones relating to various aircraft types are stored in the database and/or various aircraft shapes relating to various aircraft types are stored in the database, wherein in a further step the shape of the exception zone is generated out of the stored and retrieved aircraft shapes.

10. Method according any of the preceding claims,

characterized in

that the operation parameter comprises a selected centerline (6s) out of a plurality of centerlines (6a, 6b, 6c),

and that the method comprises the steps:

Determining a selected centerline (6s) out of a plurality of centerlines (6a, 6b, 6c) of one single stand (2M),

Defining the observation zone (12) based on the selected centerline (6s).

11. Method according any of the preceding claims,

characterized in that

- a frontal observation area (12f) on the stand (2) extending in front of the aircraft (5),

- at least temporary a rear observation area (12r) on the stand (2) extending rearwards of the wings (51) of the aircraft (5), in particular within a wing-spread (W) of the aircraft (5).

12. Obstacle detection arrangement adapted to perform a method according to any of the preceding claims.

13. Arrangement according to the preceding claim, comprising

a first obstacle sensor (21) adapted to detect an obstacle (9a) in a first observation zone (21f) in the airport in front of the aircraft (5) when the aircraft is approaching the stand (2), and

at least one, in particular a plurality of, second obstacle sensor (22) adapted to detect an obstacle (9b) in a second observation zone (12r), which is at least temporarily located behind the wings (51) of the aircraft (5) when the aircraft is approaching the stand (2) or the aircraft is unparking from the stand.

14. Arrangement according to any of the preceding claims, adapted to perform at least one or more of the following functions:

- Detect an aircraft (5) approaching the stand (2) or an aircraft unparking at the stand (2),

- repeatedly monitor the position of the aircraft on the stand (2);

- Determine the geometry, in particular size and/or shape, and/or type of the aircraft (2);

- provide a stop signal, indicating the aircraft has to be stopped, in particular a visual stop signal to the pilot of the aircraft on the stand (2); - observe an observation zone (12) in view of an obstacle (9) located on the stand (2), in particular detect an obstacle (9) within the observation zone (12),

- determine a selected centerline (6s) out a plurality of centerlines (6a, 6b, 6c) within one single stand (2M), and in particular perform at least one of the preceding functions based on the determined selected centerline (6s),

in particular one or more of the preceding functions are implemented in a VDGS (20), which is a component of the arrangement.

15. Aircraft stand, in particular a MARS stand, comprising an arrangement according to any of the preceding claims.