SYSTEM AND METHOD FOR NAVIGATING AN AIRCRAFT IN A HANGAR

Abstract

A system for navigating an aircraft in a hangar, having at least one optical sensor firmly connected to the aircraft. The sensor can be used to continuously capture surroundings contour data relative to the aircraft. A data processing apparatus, connected to the sensor, has a data memory storing reference data and can be used to determine an aircraft actual position by continuously matching captured surroundings contour data with the reference data and to identify a position deviation by comparing the determined actual position with a stored target position. Also, a method for navigating an aircraft in a hangar with such a system.

Claims

1. A system for navigating an aircraft in a hangar, comprising: at least one optical sensor firmly connected to the aircraft, wherein the at least one optical sensor is configured to be used to continuously capture surroundings contour data relative to the aircraft, and a data processing apparatus, connected to the at least one optical sensor, the data processing apparatus comprising a data memory storing reference data, wherein the data processing apparatus is configured to identify an actual position of the aircraft in the hangar by continuously matching captured surroundings contour data with the reference data.

2. The system according to claim 1, wherein the surroundings contour data comprise hangar interior contour data, and wherein the stored reference data comprise hangar interior contour reference data, and wherein matching thereof allows an actual position of the sensor relative to the hangar interior contour to be determined.

3. The system according to claim 2, wherein the data processing apparatus is configured to identify a position deviation by comparing the actual position of the aircraft in the hangar with a target position.

4. The system according to claim 1, wherein the at least one optical sensor is arranged on a nose gear of the aircraft such that in an extended state of the nose gear a monitoring area that comprises a lateral aircraft area and a front aircraft area is visible for the sensor.

5. The system according to claim 1, further comprising: at least one further optical sensor that configured to continuously capture additional surroundings contour data and the least one further optical sensor connected to the data processing apparatus.

6. The system according to claim 1, wherein the aircraft optical sensor is configured as optoelectronic sensors.

7. The system according to claim 1, wherein the aircraft is provided with at least one coupling device configured to detachably connect the at least one optical sensor to the aircraft.

8. The system according to claim 7, wherein the data processing apparatus is arranged in a hangar and the data processing apparatus and the at least one optical sensor have a transmission and reception device for sending and receiving surroundings contour data and reference data.

9. A method for navigating an aircraft in a hangar, the method comprising the steps of: continuously capturing hangar interior contour data relative to the aircraft as surroundings contour data with an optical sensor firmly connected to the aircraft; and, matching the captured hangar interior contour data with hangar interior contour reference data as reference data in order to continuously determine an actual position of the optical sensor relative to the hangar interior contour.

10. The method according to claim 9, further comprising the steps of: comparing the determined actual position with a stored target position; and, identifying a position deviation.

11. The system according to claim 1, wherein the at least one optical sensor is configured as a two-dimensional laser scanner.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In the figures, the same reference signs are used for elements, components or aspects that are the same or at least similar. It is noted that there follows a detailed description of embodiments that are merely illustrative and not restrictive. In the claims, the word having does not exclude other elements and the indefinite article a or an does not exclude more than one. The fact alone that certain features are mentioned in various dependent claims does not restrict the subject matter of the invention. Combinations of these features can also be advantageously used. The reference signs in the claims are not intended to restrict the scope of the claims. The figures are not to be understood as true to scale but are only of a schematic and illustrative character. In the figures:

[0022] FIG. 1 shows a plan view of a hangar and of an aircraft having a system according to the invention for navigating the aircraft in the hangar according to a first embodiment, wherein the aircraft has not reached its target position in the depicted situation,

[0023] FIG. 2 shows a plan view of the hangar and the aircraft shown in FIG. 1, wherein the aircraft has reached the target position in the depicted situation,

[0024] FIG. 3 shows a plan view of a system for navigating an aircraft in a hangar according to a further embodiment, in which a data processing apparatus is arranged on the aircraft,

[0025] FIG. 4 shows a plan view of a system for navigating an aircraft in a hangar according to another embodiment, in which a data processing apparatus is arranged in the hangar, and

[0026] FIG. 5 shows a schematic depiction of a method according to the invention for navigating an aircraft in a hangar as shown in FIGS. 1 and 2.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0027] FIG. 1 shows a hangar 14 and an aircraft 12 having a system 10 for navigating the aircraft 12 in the hangar 14. The system 10 is suitable for identifying an actual position of the aircraft in the hangar 14. In the situation depicted in FIG. 1, which can arise when the aircraft 12 is being brought into or taken out of the hangar 14, for example, the aircraft 12 is not in a target position. Accordingly, a position deviation between the determined actual position and a target position of the aircraft exists in this situation.

[0028] The system 10 comprises an optical sensor 16, firmly connected to the aircraft 12, that can be used to continuously capture surroundings contour data relative to the aircraft 12. In FIG. 1, the sensor 16 is configured as a two-dimensional laser scanner that firstly transmits a scanning beam 8 in rotating manner (cf. arrow 7) and secondly receives reflections that arise along the hangar interior contour or along reflectors 6 arranged on the hangar inside 14 as a result of the incident scanning beam 8. In this manner, the sensor 16 can capture surroundings contour data relative to the aircraft 12.

[0029] FIG. 2 shows the aircraft 12 having the system 10 shown in FIG. 1, in a situation in which the aircraft 12 is positioned relative to the hangar 14 such that it has reached the target position. Accordingly, no position deviation between the determined actual position and the target position of the aircraft exists in this situation.

[0030] FIG. 3 shows those components of a system 10, which, as shown in FIGS. 1 and 2, is suitable for identifying an actual position of the aircraft in the hangar 14, that are installed on the aircraft. The system 10 comprises a first optical sensor 16, firmly connected to the aircraft 12, and a second sensor 18, likewise firmly connected to the aircraft 12. The sensors 16, 18 are suitable for continuously capturing surroundings contour data relative to the aircraft 12 and may in particular be configured as optoelectronic sensors or as two-dimensional laser scanners. As such, they can transmit a rotating scanning beam 8 (cf. arrow 7) and receive reflections from surroundings contours, wherein the distances of the reflecting objects are derivable from the propagation time of the reflections and are capturable as surroundings contour data in polar coordinates. The system 10 further comprises a data processing apparatus 20, which is connected to the first and second sensors 16, 18 via data cable 30 and has a data memory 22.

[0031] FIG. 4 depicts an alternative embodiment to FIG. 3, in which the data processing apparatus 20 is fitted in a hangar and the data processing apparatus 20 and the optical sensor(s) 16, 18 each have a transmission and reception device 32 for sending and receiving data. As this system 10 dispenses with a data processing apparatus 20 arranged on the aircraft, it is advantageously possible for the weight of said apparatus to be saved on the aircraft. The data processing apparatus 20 fitted in the hangar can communicate with the sensor(s) 16, 18 via a WLAN, for example. The data memory 22 is integrated in the data processing installation 20, for example. The arrows 7 depicted in the area of the two sensors 16, 18 indicate the direction of rotation of the scanning beams 8 of the optoelectronic sensors 16, 18.

[0032] In particular in the case of the embodiment of the system 10 that is depicted in FIG. 4, the aircraft may be provided with at least one coupling device, not depicted, that allows the optical sensor(s) 16, 18 along with the corresponding transmission and reception devices 32 to be detachably mounted on the aircraft 12. This means that the sensors 16, 18 and sensor transmission and reception devices 32 can be kept to a certain extent loose from (or independent of) the aircraft 12 and connected to the aircraft's coupling device in rotationally fixed manner by workers for the purpose of the navigation in the hangar 14. After navigation has taken plane, the sensors 16, 18 together with the corresponding transmission and reception devices 32 can be removed from the coupling device or the aircraft 12 again. In this manner, no further components of the system 10 need to be permanently provided on the aircraft apart from the coupling device.

[0033] FIG. 5 uses a schematic block diagram to show the basic flow of a method for navigating an aircraft 12 in a hangar 14, as performed by the previously described systems 10 shown in FIGS. 3 and 4. The method allows an actual position 64 of the aircraft in the hangar 14 to be identified (cf. FIGS. 1 and 2). In a first method step, hangar interior contour data 60 are continuously captured 40 for this purpose relative to the aircraft 12 as surroundings contour data by means of an optical sensor 16, 18 firmly connected to the aircraft 12. Subsequently, the continuously captured hangar interior contour data 60 are matched 42 with previously known hangar interior contour reference data 62 in order to continuously determine 44 the actual position 64 of the optical sensor 16, 18 relative to the hangar interior contour. Finally, in a last method step, a position deviation 68 can be identified 48 by comparing 46 the actual position 64 determined by means of the data processing apparatus 20 with a target position 66 which is likewise stored.

[0034] While at least one exemplary embodiment of the present invention(s) is disclosed herein, it should be understood that modifications, substitutions and alternatives may be apparent to one of ordinary skill in the art and can be made without departing from the scope of this disclosure. This disclosure is intended to cover any adaptations or variations of the exemplary embodiment(s). In addition, in this disclosure, the terms comprise or comprising do not exclude other elements or steps, the terms a or one do not exclude a plural number, and the term or means either or both. Furthermore, characteristics or steps which have been described may also be used in combination with other characteristics or steps and in any order unless the disclosure or context suggests otherwise. This disclosure hereby incorporates by reference the complete disclosure of any patent or application from which it claims benefit or priority.