Ground maneuver assistance system for aircraft

Abstract

A ground maneuver assistance system for aircraft, more particularly for airplanes, the system including a carriage driven on a track by a drive means, the speed of which can be matched to a landing or takeoff speed of the airplane, the carriage including a chassis configured to move on the track; a movable platform configured to support the airplane; and means for connecting the platform to the chassis, which means are configured to establish relative movement between the platform and the chassis, and the platform including coupling means configured to grip and release the airplane.

Claims

1. A ground maneuver assistance system for aircraft, more particularly for aeroplanes, said system comprising: a carriage driven on a runway by a drive means, a speed of which may be adapted to a landing or take off speed of the aeroplane, the carriage comprising a chassis configured to move on the runway; a mobile platform configured to support the aeroplane, the platform comprising coupling means configured to engage and release the aeroplane; and means for connecting the platform to the chassis, configured to create relative movement between the platform and the chassis; in which the connection means enable translational maneuvering of the platform, in at least one vertical direction and one transverse direction relative to the travel of the carriage; and in which the connection means also allow rotation of the platform in space along three perpendicular axes of rotation, so as to orient the platform in a plane corresponding to the take off or landing angle of the aeroplane.

2. The ground maneuver assistance system as claimed in claim 1, in which the carriage is connected removably to the drive means.

3. The ground maneuver assistance system as claimed in claim 2, in which the drive means comprise an electric locomotive which pushes or hauls the carriage.

4. The ground maneuver assistance system as claimed in claim 1, in which the system further comprises rails installed on the runway, and the chassis of the carriage is configured to travels on the rails.

5. The ground maneuver assistance system as claimed in claim 1, in which the carriage is driven by magnetic induction.

6. The ground maneuver assistance system as claimed in claim 1, in which the connection means comprise at least one onboard rail, and a system allowing the platform to be transported on the rail, translationally in a transverse direction relative to the travel of the carriage.

7. The ground maneuver assistance system as claimed in claim 1, in which the connection means comprise at least three hydraulic or pneumatic actuators connected to the platform at three separate points and allowing rotational orientation of the platform.

8. The ground maneuver assistance system as claimed in claim 1, in which the connection means comprise a horizontal slewing bearing which permits rotation of the platform about a vertical axis.

9. The ground maneuver assistance system as claimed in claim 1, in which the connection means comprise a vertical transmission shaft connected to the platform by a ball joint coupling, which enables vertical translational motion of the platform.

10. The ground maneuver assistance system as claimed in claim 1, in which the connection means comprise one or more shock-absorbing means.

11. The ground maneuver assistance system as claimed in claim 1, in which the coupling means are arranged for engaging and releasing the landing gear of the aeroplane and/or an aeroplane fuselage component.

12. The ground maneuver assistance system as claimed in claim 1, in which the system further comprises an emergency vehicle which transports assistance tools in the event of an aeroplane accident or fire.

13. The ground maneuver assistance system as claimed in claim 1, in which the carriage further comprises means of supplying electrical energy to the aircraft.

14. The ground maneuver assistance system as claimed in claim 1, in which the system further comprises a control module which can be controlled remotely to maneuver the carriage and/or orient the platform.

15. The ground maneuver assistance system as claimed in claim 1, in which the system is arranged for transporting the aeroplane to and from a parked position.

16. A ground assistance method for landing an aircraft, more particularly an aeroplane, having a system as claimed in claim 1, the method comprising the steps of: placing the carriage at an end of the runway with the connection means in the initial position with the platform horizontal; accelerating the carriage in a straight line up to a speed corresponding to the landing speed of the aeroplane; matching the carriage's speed to that of the aeroplane; controlling the connection means so as to maneuver the platform under the aeroplane; controlling the connection means so as to bring the coupling means into contact with the corresponding components of the aeroplane; engaging the aeroplane with the coupling means; controlling the connection means in the initial position, so as to place the aeroplane on a horizontal plane; braking the aeroplane down to a taxiing speed on the runway.

17. The ground assistance method for landing an aircraft, as claimed in claim 16, the method further comprising the step of: once the aeroplane has been braked down to the taxiing speed on the runway, parking the aeroplane by driving the carriage at the taxiing speed as far as a parking zone.

18. A ground assistance method for take off of an aircraft, more particularly an aeroplane, having a system as claimed in claim 1, the method comprising the steps of: placing the carriage at an end of the runway with the connection means in the initial position, with the platform horizontal, and the aeroplane fixed to the coupling means; accelerating the carriage in a straight line up to a speed corresponding to the take off speed of the aeroplane; controlling the connection means so as to incline the aeroplane into the take off position; once the take off speed has been reached, releasing the aeroplane using the coupling means.

19. The ground assistance method for take off of an aircraft, as claimed in claim 18, the method further comprising the step of: after take off of the aeroplane, continuing to maneuver the carriage under the aeroplane so as to be able to carry out landing in case of emergency.

Description

BRIEF DESCRIPTION OF THE FIGURES

(1) Other details and features of the disclosure will emerge from the following detailed description of at least one advantageous embodiment, provided by way of illustration with reference to the appended drawings, in which.

(2) FIG. 1 is a schematic representation of a side view of a preferred embodiment of the carriage of a ground maneuver assistance system according to the disclosure;

(3) FIG. 2 is a schematic representation of a view from above of the system of FIG. 1;

(4) FIG. 3 is a schematic representation of a view from above of a preferred embodiment of a ground maneuver assistance system according to the disclosure;

(5) FIG. 4 is a view from above of an airport comprising one embodiment of a ground maneuver assistance system according to the disclosure;

(6) FIG. 5a is a side view of a step of a preferred embodiment of the ground assistance method for landing according to the disclosure comprising accelerating the carriage in a straight line up to a speed corresponding to the landing speed of the aeroplane;

(7) FIG. 5b is a side view of a step of the method of FIG. 5a comprising braking the aeroplane down to a taxiing speed on the runway;

(8) FIG. 6a is a side view of a step of a preferred embodiment of the ground assistance method for take off according to the disclosure comprising accelerating the carriage in a straight line up to a speed corresponding to the take off speed of the aeroplane;

(9) FIG. 6b is a side view of a step of the method of FIG. 5a comprising releasing the aeroplane using the coupling means once the take off speed has been reached.

DETAILED DESCRIPTION

(10) The ground maneuver assistance system for aircraft is described here for the assistance of aeroplanes of the airliner type for passenger transport, but it could be adapted to ground assistance for other types of aircraft.

(11) The ground assistance system 10 shown in FIG. 3 comprises a carriage 12 configured for maneuvering on a runway comprising rails 14. It will be understood that the runway is not limited to a rail track but may be any type of surface enabling maneuvering of the carriage

(12) The carriage 12 is driven by a drive means. Any appropriate drive means may be used to drive the carriage, for example, the drive means may be an engine/motor integrated into the carriage 12. The drive means here is a locomotive 16, coupled to the carriage 12. The locomotive 16 enables hauling of the carriage 12 at a variable speed which may be adapted to the landing or take-off speed of the aeroplane. A locomotive provided with an electric motor is preferred.

(13) The carriage 12 comprises a chassis 18 supporting a platform 20, shown in FIG. 1. The chassis 18 rests on the runway and forms an interface between the platform and the runway. The width of the chassis 18 may be at least equal to that of a conventional landing strip, without however covering up any ground lighting.

(14) The chassis 18 here comprises two bogies 22 shown schematically by wheels in FIG. 1 and which allow the chassis to travel on the rails 14. The bogies 22 are equipped with brakes (not shown).

(15) The role of the platform is to engage or release the aeroplane depending on whether it is landing or taking off. According to one important aspect of the disclosure, the platform 20 is mobile relative to the chassis 18 supporting it, so as to be able to arrange itself in a plane parallel the plane of the aeroplane in flight at the moment of landing, and so as to orient the aeroplane at the moment of take-off. The platform 20 may thus be maneuvered in a vertical direction and a transverse direction relative to the travel of the carriage, and the platform 20 may be set in rotation relative to the chassis according to three perpendicular axes of rotation.

(16) Since the platform 20 is intended to carry the aeroplane, the components of the platform are dimensioned to withstand the forces exerted by an aeroplane in a take-off, landing or parking phase.

(17) The platform 20 comprises an upper deck 24, and mobile connection means 26 which link the upper deck 24 to the chassis 18.

(18) The connection means 26 comprise, between the chassis 18 and the upper deck 24, a lower deck 28, an actuator assembly 30, a bearing 32, articulated connecting rods 34 and a transmission shaft 36. The arrangement of the various components will here be presented starting with the chassis 18 and progressing upwards to the upper deck 24, but other arrangements are conceivable.

(19) The lower deck 28 is a square deck which rests on the chassis 18. The lower deck 28 here covers the chassis 18, but other shapes or dimensions of the lower deck 28 may be envisaged.

(20) The lower deck 28 and the chassis 18 are linked together by onboard rails 38. The rails 38 are oriented in a direction perpendicular to that of the bogies 22, that is to say in a transverse direction relative to the travel of the carriage. The lower deck 28 comprises wheels mounted on the onboard rails 38 and one or more motors (not shown) which allow the wheels to be driven and the lower deck 28 to be maneuvered in the two directions along the rails 38.

(21) The lower deck 28 supports the actuator assembly 30. The actuator assembly 30 comprises a plurality of pneumatic or hydraulic actuators 40 mounted between the lower deck 28 and the bearing 32. Each actuator 40 is mounted fixedly on the lower deck 28 and connected for example by a ball joint coupling to the bearing 32.

(22) The actuators 40 are connected to an onboard supply system (not shown) which is preferably mounted on the lower deck 28.

(23) The actuator assembly 30 here comprises four actuators 40 disposed regularly in a circle, preferably concentrically with the lower deck 28. The actuator assembly 30 may comprise a different number of actuators 40, with a minimum of three actuators.

(24) Each actuator 40 is individually actuatable with a respective control. Simultaneous action of the actuators 40 along different travel routes and/or directions makes it possible to modify the orientation of the plane of the bearing 32 relative to horizontal.

(25) The regular arrangement of the actuators in a circle makes it possible easily to achieve inclination in given plane.

(26) The bearing 32 is a ring bearing comprising two parallel flat annular plates: a fixed lower plate 42 and a mobile upper plate 44. The fixed plate 42 is linked to the actuator assembly 30.

(27) The bearing 32 is a bearing of the slewing type which is not mounted on a shaft. It allows relative rotation of one plate relative to the other, according to an axis perpendicular to the plane defined by the actuator assembly 30.

(28) Preferably, rotation of the two plates of the bearing 32 is ensured by a rotational drive means (not shown) such as for example a gear motor which drives internal pinions of the bearing.

(29) The mobile plate 44 serves as a support for the upper deck 24 of the carriage. The mobile plate 44 and the upper deck 24 are linked by a plurality of articulated connecting rods 34 disposed regularly in a circle around the circumference of the mobile plate 44. The connecting rods 34 are mounted in ball joint couplings on both the upper deck 24 and the mobile plate 44. The connecting rods 34 enable transmission of the orientation of the bearing 32 to the upper deck 24.

(30) The connection means 26 further comprise a transmission shaft 36 mounted vertically between the lower deck 28 and the upper deck 24. The transmission shaft 36 passes through the center of the ring bearing 32. The stroke of the actuators 40 is configured such that the transmission shaft never comes into contact with the bearing 32. The transmission shaft 46 is linked to the upper deck 24, for example, by a ball joint-type coupling which enables all rotations. The transmission shaft 36 comprises a thread 48 which passes through a tapped hole (not shown) in the lower deck 28.

(31) The transmission shaft 36 may be set in rotation by a motor (not shown) included in the lower deck 28. Rotation of the transmission shaft 36 in the tapped hole causes said shaft to ascend or descend and also drives the upper deck 24.

(32) The transmission shaft 36 also has the function of rigidifying the structure of the connection means 26.

(33) Here the upper deck 24 a circular deck, although other shapes are conceivable. The upper deck 24 comprises coupling means 50 configured to engage and release the aeroplane.

(34) The coupling means 50 are configured either for connection with conventional aeroplane landing gear, or for connection with predefined points of the fuselage or another part de the aeroplane or a combination of these solutions. All suitable coupling means may be used. As shown in FIG. 2, the deck 24 comprises three coupling means intended for connection to the three wheels of the aeroplane landing gear.

(35) The upper deck 24 may also comprise beacon or lighting means to assist the aeroplane as it approaches.

(36) The carriage 12 further comprises shock-absorbing means (not shown) which allow cushioning of any potential impact arising on coupling between the carriage and the aeroplane. These shock-absorbing means may be installed either in the chassis 18 or in another part of the carriage 12.

(37) As shown in FIG. 4, the ground assistance system 10 comprises a plurality of rails 14 which ensure guidance of the carriage from a parking zone 52 to the end of the take-off and landing runways 54. The rails 14 constitute tracks which communicate by points 62 so as to be able to provide a plurality of different taxiing options. One possibility for each trajectory is a pair of closer-together rails 56 for the locomotive 16 and a pair of further-apart rails 58 for the carriage 12.

(38) Thanks to these different sets of rails, the locomotive 16 may haul the carriage 12 up to the parking zone 52 such as, for example, a deboarding zone, then be uncoupled and go to pick up another carriage carrying an aeroplane in a boarding zone to assist it with take-off. The locomotive 16 may serve as a drive system for a plurality of carriages.

(39) The ground assistance system 10 may further include various systems which are not shown, including: positioning and synchronization means for the platform relative to an aeroplane in the landing phase, and a control module which may be controlled remotely for maneuvering the carriage and/or orienting the platform.

(40) The system for example includes an onboard radar on the carriage; a computer, preferably onboard on the platform; means of communicating with the aeroplane; one or more positioning beacons, installed on the upper deck, and a detection system capable of locating the position and orientation of the components of the aeroplane capable of engaging the coupling means of the platform.

(41) Advantageously, the system further comprises an emergency vehicle 60 hauled by the carriage and the locomotive, as shown in FIG. 3. The emergency vehicle transports assistance tools in case of an aeroplane accident or fire, such as for example fire hoses. The vehicle may also transport people such as firefighters.

(42) Thus, in case of an accident during aeroplane take-off or landing, emergency assistance is immediately present in the vicinity of the aeroplane.

(43) According to variant embodiments, the carriage 12 carries an electric generator and allows the aeroplane to be supplied with electricity while the latter is in contact with the platform.

(44) Preferred embodiments of ground assistance methods for landing, take-off, and for parking of an aeroplane will now be described with reference to FIGS. 5a, 5b, 6a and 6b.

(45) Prior to landing of an aeroplane 64, the locomotive 16, the carriage 12 and the emergency vehicle 60 are positioned waiting at the end of the runway. The connections means 26 between the platform 20 and the chassis 18 of the carriage 12 are in an initial position in which the upper deck 24 is horizontal, at its lowest point, and substantially positioned above the center of the chassis 18.

(46) As shown in FIG. 5a, on arrival of the aeroplane 64 the locomotive 16 accelerates along the runway in a straight line. The positioning beacons are activated, and the speed and the position of approach of the aeroplane 64 are evaluated.

(47) The locomotive 16 sets the carriage 12 in motion at a speed corresponding to the speed of the aeroplane, in such a way as to position the carriage as close as possible to the aeroplane 64, the locomotive 16 then matching the speed of the carriage 12 to that of the aeroplane 64.

(48) The connection means 26 between the platform 20 and the chassis 18 of the carriage are then controlled so as to maneuver the upper deck 24 under the aeroplane 64. This first stage is performed if necessary by maneuvering the lower deck 28 on the onboard rails 38 in a transverse direction relative to the travel of the carriage 12. Then, depending on the position and orientation of the aeroplane, the transmission shaft is set in rotation so as to raise the upper deck 24 to the height of the aeroplane 64, and/or the actuators 40 are controlled so as to orient the plane of the upper deck 24 of the platform 20 in the same plane as that formed by the three wheels of the landing gear of the aeroplane 64 and to bring the coupling means 50 into contact with the corresponding components of the aeroplane. During this phase, the aeroplane 64 may be kept at a constant speed and position above the runway, provided it is situated below a maximum assistance altitude corresponding to the maximum elevation of the upper deck 24.

(49) Once the coupling means 50 have been brought into contact with the landing gear of the aeroplane 64, these are actuated so as to firmly engage the landing gear.

(50) As soon as coupling between the coupling means 50 and the landing gear has been made firmly secure, the connection means 26 between the platform 20 and the chassis 18 of the carriage 12 are returned to their initial position, carrying the aeroplane 64 with them, as shown in FIG. 5b. At this stage, the aeroplane 64 may cut its propulsion means and connect to the electrical power supply of the carriage 12.

(51) Then the carriage 12 is braked by the joint action of the locomotive 16 and brakes incorporated in the bogies 22. Braking may be achieved by regenerative braking by converting a large part of the kinetic energy of the carriage and locomotive unit, and also that of the aeroplane into electrical energy, in particular using the motors of the drive means in generator mode. Slowing of the aeroplane 64 is complete when the carriage reaches a predetermined taxiing speed. The locomotive 16 then moves the carriage 12 towards a parking zone, typically an aeroplane deboarding zone.

(52) To park the aeroplane, the locomotive follows the rail track 14 through the points 62, hauling the carriage at taxiing speed as far as the parking zone 52. Taxiing speed is set so as to offer the best possible compromise between aeroplane occupant comfort and minimum maneuvering time.

(53) To use the system 10 for take-off of an aeroplane 64, the locomotive 16 picks up the carriage 12 and the emergency vehicle 60 in a parking zone, typically a boarding zone, and transports them to the runway. The aeroplane 64 is held firmly on the platform 20, and the connection means 26 of the platform 20 are in the initial position as described above.

(54) The locomotive 16 then accelerates the carriage 12 on the take-off runway in a straight line up to a predetermined take-off speed, as shown in FIG. 6a.

(55) During the acceleration phase, the jet engines of the aeroplane may be activated so as to prepare to bring about take-off thrust. The actuators 40 of the connection means 26 may then be controlled to incline the aeroplane into a take-off position.

(56) When the predetermined take-off speed is reached, the coupling means 50 of the platform 20 are activated to release the aeroplane landing gear and the thrust of the jet engines may be freely exerted on the aeroplane 64 to cause take-off of the aeroplane 64, as shown in FIG. 6b.

(57) As a safety measure, the carriage 12 continues at the speed of the aeroplane 64 so as to follow it over an additional distance. In case of take-off failure, the platform may thus re-engage the aeroplane in a similar manner to a landing procedure.

(58) Once the aeroplane 64 is sufficiently far from the runway, the locomotive 16 and the carriage 12 brake to return to taxiing speed, and the connection means 26 between the platform 20 and the chassis 18 of the carriage 12 are returned to their initial position.

(59) It is noted that, within the space corresponding to the airport, the aeroplane is always carried by a carriage. The creation of adapted aeroplanes without landing gear is thus readily conceivable.