BACKGROUND OF THE INVENTION TECHNICAL FIELD OF THE INVENTION

[0001] This invention relates generally to systems and methods for applying fluids to aircraft.

DESCRIPTION OF THE RELATED ART

[0002] Among operations in which fluid is sprayed on aircraft are deicing operations. One present method of deicing aircraft entails using a truck or similar vehicle with an arm attached. The arm has a cradle at the end from which an operator positions the arm and sprays deicing fluid on the surfaces of the aircraft. This method has several inherent disadvantages. First, this method requires considerable time to deice the aircraft. Additionally, waste of deicing fluid frequently results from the application of excessive amounts of deicing fluid. Moreover, human error in positioning and applying the deicing fluid is more probable, especially since the greatest need for deicing typically occurs in the harshest weather conditions. The human error and excessive amounts of deicing fluid expose operators to direct contact with the potentially dangerous chemicals in the deicing fluid.

[0003] From the forgoing it will be appreciated that improvements would be desirable in fluid application on aircraft in general, and specifically regarding deicing operations.

SUMMARY OF THE INVENTION

[0004] According to an aspect of the invention, an aircraft fluid application system includes a tower crane to which multiple nozzle supports are coupled, with the multiple nozzle supports being independently movable relative to a jib of the tower crane.

[0005] According to another aspect of the invention, an aircraft fluid application system has edge detection cameras, for example cameras operatively coupled to edge detection software, for detecting edges of parts of the aircraft, such as wings, tail planes, and rudders. The edge detection cameras are used to avoid spraying fluid when spray nozzles are not directed at the aircraft. [0006] According to yet another aspect of the invention, an aircraft fluid application system has a gyroscopic tracking system operatively coupled to one or more nozzles of the system, with the gyroscopic tracking system usable to aim the one or more nozzles.

[0007] According to still another aspect of the invention, an aircraft fluid application system includes proximity sensors that allow positioning of nozzles of the system close to the aircraft upon which fluid is being applied. The nozzles may be placed less than about 30 cm (12 inches), or less than about 15 cm (6 inches) away from the aircraft surface.

[0008] According to yet another aspect of the invention, an aircraft fluid application system sprays deicing fluid in an automatic process, with speed of the movement of the nozzles controlled using ice detection cameras.

[0009] According to a further aspect of the invention, an aircraft fluid application system includes: a crane, wherein the crane includes: a vertically-rising mast; and a substantially horizontal truss jib rotationally coupled to the mast; one or more nozzle supports coupled to the truss jib such that the one or more nozzle supports are able to move independently horizontally and vertically relative to the truss jib; and one or more nozzles coupled to one or more the nozzle supports.

[0010] According to a still further aspect of the invention, a method of applying deicing fluid to an aircraft includes the steps of: positioning the aircraft in proximity to an aircraft fluid application system; spraying the deicing fluid on the aircraft while automatically moving nozzles of the fluid application system along the aircraft; and while spraying, examining, with an ice detection camera, an aircraft area being sprayed, and using feedback from the examining to control speed moving of the nozzles.

[001 1] According to another aspect of the invention, an aircraft fluid application system includes: a structure; nozzles movably coupled to the structure; and a gyroscopic tracking system operably coupled to the nozzles for aiming the nozzles.

[0012] According to yet another aspect of the invention, a method of applying deicing fluid to an aircraft includes the steps of: positioning the aircraft in proximity to an aircraft fluid application system; spraying the deicing fluid on the aircraft while automatically moving nozzles of the fluid application system along the aircraft; while spraying, examining, with a camera, an aircraft area being sprayed; and using feedback from the examining to control the spraying.

[0013] According to still another aspect of the invention, an aircraft fluid application system includes: a crane, wherein the crane includes: a vertically-rising mast; and a substantially horizontal truss jib rotationally coupled to the mast; one or more nozzle supports coupled to the truss jib such that the one or more nozzle supports are able to move independently horizontally and vertically relative to the truss jib; and one or more nozzles coupled to one or more the nozzle supports.

[0014] To the accomplishment of the foregoing and related ends, the invention comprises the features hereinafter fully described and particularly pointed out in the claims. The following description and the annexed drawings set forth in detail certain illustrative embodiments of the invention. These embodiments are indicative, however, of but a few of the various ways in which the principles of the invention may be employed. Other objects, advantages and novel features of the invention will become apparent from the following detailed description of the invention when considered in conjunction with the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

[0015] The annexed drawings, which are not necessarily to scale, show various aspects of the invention.

[0016] Fig. 1 is a view of an aircraft fluid application system in accordance with an embodiment of the invention.

[0017] Fig. 2 is a block diagram of the aircraft fluid application system of Fig. 1 .

[0018] Fig. 3 is a high-level flow chart illustrating operation of the aircraft fluid application system of Fig. 1 .

[0019] Fig. 4 is a view of an alternate embodiment aircraft fluid application system in accordance with the present invention, a system that includes a gyroscopic tracking system.

[0020] Fig. 5 is a view of another alternate embodiment aircraft fluid application system in accordance with the present invention.

[0021] Fig. 6 is a view of yet another alternate embodiment aircraft fluid application system in accordance with the present invention. [0022] Fig. 7A is a view of still another alternate embodiment aircraft fluid application system in accordance with the present invention.

[0023] Fig. 7B is a view of another alternate embodiment aircraft fluid application system in accordance with the present invention.

[0024] Fig. 8 is a view of a further alternate embodiment aircraft fluid application system in accordance with the present invention.

[0025] Fig. 9 is a view from inside the cab of the fluid application system of Fig. 8.

[0026] Fig. 10 is a view of a still further alternate embodiment aircraft fluid application system in accordance with the present invention.

[0027] Fig. 1 1 is a block diagram showing some of the interactions of various components, in an automated (robotic) deicing method in accordance with an embodiment of the invention.

DETAILED DESCRIPTION

[0028] An aircraft fluid application system includes a structure, and nozzles coupled to the structure and able to move in relation to the structure. The structure may be a fixed structure, or may be a movable structure. For example the structure may be a tower crane, either a fixed crane or a movable crane. The nozzles may be mounted on one or more nozzle supports that are coupled to, and able to move relative to, a substantially horizontal truss jib of the structure. Separate nozzle supports may be positioned independently, for example being at different heights above the ground. The nozzle supports may also have other equipment mounted on them, such as a cab that is occupied by operator, and various sensors, such as video cameras, ice detection cameras, proximity sensors, and systems and/or devices for detecting edges of the aircraft. The fluid application system may be able to operate automatically to apply fluid, such as deicing and/or anti-icing fluid, to an aircraft. The cameras may examine the aircraft during the application (spraying) of the fluid, using feedback from the examining to control the spraying. Toward that end the fluid application system may have data stored regarding various types of aircraft, and areas of the aircraft upon which fluid is to be applied. The system may use edge detection techniques to determine the location of the aircraft or parts of the aircraft, such as wings. Proximity sensors may be used to maintain the nozzles a desired distance away from surfaces of the aircraft. A feedback loop, for example including use of ice detection cameras (ice detection devices), may be used to control the speed of nozzle movement. A gyroscopic tracking system, for example in a helmet worn by an operator or an inspector, may be used in controlling positioning and/or orientation of nozzles during touch-up fluid application, for example for removing residual ice from aircraft surfaces.

[0029] Referring initially to Figs. 1 and 2, a fluid application system 10 is used to apply fluid to parts or all of an aircraft (airplane) 12. The application system 10 includes multiple nozzles or arrays of nozzles 14 that are suspended from a structure 16 using nozzle supports 20. As shown in Fig. 1 , the structure 16 may be mounted on a base 18, and may be a crane with a vertically-rising mast 22 and a substantially horizontal truss jib (boom) 24 coupled to the top of the mast 22, so as to allow the truss jib 24 to rotate about an axis of the mast 22. The truss jib 24 may rotate about the mast 22. Alternatively the truss jib 24 and the mast 22 may rotate as a unit, such as about the base 18.

[0030] The truss jib 24 may be an extendible structure, able to have its length extended for example by sliding one part of the truss jib 24 along another part of the truss jib 24. The truss jib 24 may have a maximum overall length of at least about 60 meters (200 feet) from the mast 22 to the tip of the truss jib 24, give or take 10%. As a larger alternative, the truss jib 24 may have maximum overall length of at least 76 meters (250 feet). As another alternative, the truss jib 24 may have a maximum overall length of at least about 30 meters (100 feet) or at least about 15 meters (50 feet) from the mast 22 to the tip of the truss jib 24, give or take 10%. Such a length allows the truss jib 24 to reach all parts of a large or small airliner, or other types of airplanes, in a single pass. However, it will be appreciated that smaller truss jibs 24 may be used. Smaller truss jibs 24 may be able to cover smaller aircraft in a single pass. Also, smaller truss jibs 24 may be parts of systems that include multiple structures to apply fluid to an entire aircraft. Further, it will be appreciated that a smaller truss jib 24 may be used to apply fluid to only part of an aircraft, when only partial coverage is needed or when multiple passes are utilized to cover the different parts of the aircraft, with relative movement between the aircraft and the structure occurring between the passes.

[0031] The nozzle supports 20 themselves may be trusses or other rigid structural members. Using trusses for the nozzle supports 20 aids in preventing movement of the nozzles 14 in response to wind forces, for example. The nozzle supports 20 may be independently movable along the truss jib 24, both in the horizontal and vertical directions.

[0032] There may be various numbers of the nozzle supports 20, each independently movable relative to the structure 16. For example, there may be ten or more of the nozzle supports 20, although it will be appreciated that there may be fewer as well. Each of the nozzle supports 20 may support various numbers of the nozzles 14.

[0033] A slewing unit 25 may be located on the top or at the base of the mast 22. The slewing unit 25 has suitable gearing and motor(s) for rotating the jib 24 about the mast 22.

[0034] Counterweights 26 may be used to balance the weight on the nozzle supports 20. The counterweights 26 are located on the truss jib 24, on an opposite side of the mast 22 from the nozzle supports 20 (the counterjib). The truss jib 24 may have one or more substantially-horizontal toothed racks 28 along its length. The one or more racks 28 may be engaged by pinions that are mounted on the nozzle supports 20. Electric motors or other suitable motive devices may be used to turn the pinions, to independently position the nozzle supports 20 along the jib 24 as desired.

[0035] Similarly, rack-and-pinion devices may be used to independently position the nozzle supports 20 as desired in a vertical direction. It will be appreciated that suitable alternatives to rack-and-pinion systems may be used for vertical and/or horizontal positioning of the nozzle supports 20. One example of an alternative mechanism is cable-and-pulley system. However rack-and-pinion devices or mechanisms have the advantage of accurate positioning.

[0036] The nozzles 14 may be mechanically coupled to operator cabs 34 that are also attached to the nozzle supports 20. The cabs 34 may be used to house operators that control positioning of the nozzles 14 during some or all of the fluid application. The nozzles 14 may be able to tilt and pan relative to the cab 34. When multiple nozzles are employed at each of the cabs 34, the nozzles 14 at each location may be tiltable and pannable as a unit, maintaining their spray parallel to one another. The nozzles 14 may be tiltable and panable in multiple directions, for example able to tilt in a substantially vertical direction and able to pan in a substantially horizontal direction. In addition, the operator may be able to position the nozzles 14 by controlling vertical and horizontal translation of the nozzle supports 20 (including the cabs 34 and the nozzles 14), relative to the structure 16. As alternative to the use of cabs 34, the nozzles 14 may be controllable from a remote location.

[0037] Other types of sensors or information gathering devices 38 may be mounted on the cabs 34 and/or on portions of the nozzles supports 20. Such other devices 38 may include video cameras 38a, ice detection cameras 38b, edge detection cameras 38c, and proximity sensors 38d. Each of the cabs 34 and/or nozzle supports 20 may have substantially identical of the sensors 38, only some of which may be shown in the illustrated embodiment. The video cameras and/or the ice detection cameras may be used to provide visual feedback to an operator of the system 10, in order to let the operator evaluate the effectiveness of the fluid application process. In addition the cameras may be used in visual inspection of the fluid application, to determine if any touch up spraying is needed or desired.

Specifically, the cameras may be used to determine if ice is still present on the aircraft (or on critical areas of the aircraft) after spraying of deicing fluid. As a further function, the output from the video cameras may be recorded, using a video cassette recorder (VCR), digital video recorder (DVR), or other suitable device, in order to make a record of the deicing, anti-icing, or other fluid application process. Such a record may be helpful in verifying that proper spraying techniques were followed, as well as the results of the spraying techniques. It will be appreciated that video functions and the edge detection functions may be performed by the same camera, with such a camera operatively to display and/or recording device to show and/or record video output, and also coupled to suitable edge detection software to provide the edge detection function. The term "edge detection camera," as used herein, is used to encompass a video camera operatively coupled to suitable edge detection software.

[0038] The cameras may be any of a wide variety of suitable known cameras or other image-gathering devices. The ice detection cameras may utilize known properties of ice in reflecting light, for example near infrared (NIR) light, such as are described in U.S. Patent No. 5,500,530. The video cameras and/or the ice detection cameras may be aligned with the nozzles 14, for example to be able to tilt and move as the nozzles 14 are tilted and moved.

[0039] The cameras may include infrared (IR) cameras and/or light detection and ranging (LIDAR) systems for determining the presence of ice, the thickness and/or contours of the ice, and/or skin temperature of the aircraft. It will be appreciated that topographical and/or tomographical ice mapping techniques may be used to determine the thickness and/or contours of the ice. The ice thicknesses may be visually communicated to an operator and/or may be recorded, in any of a variety of ways, including displaying a visual indicator of ice thickness on a monitor, such as a monitor in an operator's cab 34 or a bucket or other location where an operator or observer may be located. The monitor may be a separate monitor screen, or may be built into other equipment of the operator, for example a head-mounted display on a helmet. The information on ice thickness and/or skin temperature may be combined with other information concerning the system 10 and/or its operation.

[0040] The display of visual information may be done in any of a wide variety of manners. To give one example, different colors may be used to denote different ice thicknesses and/or different skin temperatures. It will be appreciated that ice thickness and skin temperature may be combined in a single display, for example with one range of colors showing ice thickness and another range of colors showing skin temperature of ice-free surfaces. Alternatively, different colors may be used for one variable, and different patterns and/or other visual effects may be used for the other variable.

[0041] As noted above, the output from the video cameras may be recorded. This may also be true for the output for all sorts of cameras, such as IR cameras or LIDAR systems that may be used to produce a visual indicator of ice thickness and/or skin temperature. The recording device may be a VCR, a DVR, or a computer device, such as a hard drive or a flash memory. To give one example, the recording may be performed on a computer server with a suitable recording device (hard drive, flash memory, optical drive, tape drive, etc.). It will be appreciated that a variety of formats and media for recording video are well known in the art. The recording of output from any of the various cameras described herein may be an alternative to real-time display to an operator or other observer. The recording may also be done in addition to the real-time display. [0042] The information regarding ice thickness and/or skin temperature may be used as feedback to control the spraying process. For example the information may be used in determining the amount of fluid sprayed (flow rate and/or velocity of fluid) and/or the composition of fluid used (e.g., how much glycol is used in the blend of the de-icing fluid applied). Thicker ice may require a higher flow rate of de-icing fluid, and/or a blend of fluid with a higher concentration of glycol. It will be appreciated that the control of the spraying process may be wholly or in part controlled

automatically by computer. Alternatively or in addition the operator may use the information to adjust the amount of fluid being sprayed and/or the blend/type of fluid sprayed. As another possibility, the feedback may be used automatically (by a computer), or by an operator, to control the speed of the spraying (the speed or rate at which the nozzles are moved).

[0043] IR cameras may be used in conjunction with a washer kit or wiping mechanism for cleaning the IR (or other) camera(s), to allow clear views. An example of a washer kit is a nozzle-and-pump system that may be used to spray water or a cleaning fluid onto the camera lens, from a fluid reservoir, to remove deposits of de-icing fluid or other contaminants. Commercially available washer kits may be suitable for this purpose. The washer kit may be configured to clean the lens periodically while the system is in operation. Alternatively or in addition, the washer kit may be configured to clean the lens when visibility is impaired, and/or upon the command of an operator or other observer.

[0044] It will be appreciated that the output from the cameras may be used in edge detection, for example in detecting the edges of parts of the aircraft, such as edges of wings, tail planes, and rudder. By using edge detection it is possible to reduce wastage of fluid sprayed, by limiting spraying to when the nozzles 14 are aimed at the aircraft, rather than at empty spaces adjacent to the aircraft. In an edge detection process, software and programmable logic controllers (pic's) take input from a standard camera to determine edges using well-known standard complex code algorithms.

[0045] Proximity sensors may be used to prevent the cabs 34 or other parts of the structure 16 from coming into contact with the aircraft 12. The proximity sensors may take any of a variety of forms, for example being simple mechanical stops that provide feedback or automatically stop movement as the cabs 34 or other parts of the structure 16 come within a predetermined distance of the aircraft 12. For example the proximity sensors may allow the nozzles 14 to be moved to within about 15 cm (6 inches) of the aircraft surfaces, or more broadly within about 30 cm (12 inches) of the aircraft structure. Other alternatives for the proximity sensors include magnetic sensors, light detection and ranging (LIDAR) systems, and mechanical stylus-type sensors used for emergency stops. The proximity sensors may emit an electromagnetic or electrostatic field, or a beam of electromagnetic radiation (e.g., infrared radiation), and look for changes in the field or return signal.

[0046] Information from the proximity sensors may be communicator to an operator in any of a wide variety of ways. The communication may be visual or auditory, for example. Visual signals may take the form of various colored lights that provide an indication of how close parts of the system are to the aircraft wing or other parts of the aircraft. For example a green light may indicate a safe distance, with a closer approach indicated by a different color light, such as a yellow light for a closer approach, and a red light indicating that there should be no further approach (no margin for further safe approach). It will be appreciated that other visual effects, such as flashing of a light, may be utilized. It will be understood that the above are only examples of a wide range of possible visual indications.

[0047] Auditory signals may be used instead of visual indications, or may be combined with visual indications. For example signals from the proximity sensors may trigger a beeping sound when parts of the aircraft are approached. The beeping may change as the parts of the system 10 more closely approach the aircraft 12. For example the beeping may change in pitch (e.g., increasing in pitch), may change in volume (e.g., increasing in volume), and/or may change in beeping frequency (e.g., increasing in frequency of the beeps) as the aircraft 12 is

approached. It will be appreciated that a wide variety of auditory signals (sirens, bells, and vocal commands, to give just a few examples) may be employed.

[0048] Fluid for the system 10 may be supplied by a tank 40 that is hooked up to the nozzles 14 by pipes, hoses, or other fluid conduits (not shown). The tank 40 may be part of a mobile tank truck or other vehicle 42. Alternatively the tank 40 may be fixed (non-mobile) tank, such as an above-ground or underground tank. A pump 44 (Fig. 2) may be coupled to the tank 40 to provide pressure to drive the fluid up to and through the nozzles 14. The pump may be a part of the tank truck 42, or alternatively may be a separate device. It will be appreciated that booster pumps may be used, if required or desired, in addition to the main pump 44, in order to provide fluid with sufficient pressure. Such booster pumps may be located at any of a variety of suitable locations.

[0049] Operation of the fluid application system 10 may occur automatically, with the system 10 able to detect position of the aircraft, and to spray the fluid where desired. Toward this end the system 10 may have a controller (control system) 50 (Fig. 2) that is used to control the movement of the various parts of the system 10, in order to spray fluid where desired. The controller 50 may include or have available to it stored information regarding various types of aircraft. The stored information may include information on aircraft dimensions and topography, areas of the aircraft to be sprayed, and/or desired locations of the nozzles 14 during spraying. It will be appreciated that these are only examples of types of information that may be stored and utilized by the controller 50. An operator can call forth information on a type of aircraft through use of a keyboard, graphical use interface (GUI), touch screen, or other data entry device 52.

[0050] It will be appreciated that the fluid application system 10 may be used to apply any of a wide variety of fluids to an aircraft. Of specific interest is the application of deicing fluid and anti-icing fluids, such as ethylene glycol or propylene glycol. However the system 10 may be used to apply other sorts of fluids, such as paint and various fluids for washing or cleaning.

[0051] Fig. 3 shows a general flow chart of automatic operation of the fluid application system 10. The description below applies to spraying of de-icing fluid, although it will appreciated that similar steps may be used in applying other types of fluids. The method 100 begins in step 102 with positioning of the aircraft 12 (Fig. 1 ) relative to the structure 16. For a structure 16 with multiple parts, the aircraft 12 may be placed relative to one or more part of the structure 16. It will be appreciated that placement of the aircraft 12 relative to the structure 16 may involve movement of the aircraft 12, movement of the structure 16, or movement of both the aircraft 12 and the structure 16 (or parts of the structure 16). The relative positioning of the aircraft 12 and the structure 16 may involve any of a variety of positioning methods, including moving the aircraft 12 to a desired location and orientation, for example indicated by one or more marks on a taxiway or other surface. [0052] In step 104 the operator enters aircraft information on the type of aircraft being sprayed. The operator may also enter other data, such as data regarding icing and weather conditions. As discussed above, this may call upon, for use by the controller 50 (Fig. 2) that controls the spraying process, information on dimensions and topography of the aircraft, as well as information on areas of the aircraft 12 that are to be sprayed.

[0053] The fluid application system 10 position is referenced relative to the aircraft 12 in step 108. More specifically, the positions of the nozzles 14 (Fig. 1 ) on the various nozzle supports 20 are referenced relative to the aircraft 12. The referencing allows a starting point from which the data regarding the type of aircraft can be utilized. It will be appreciated that the referencing of step 108 may be combined with the positioning 102. In addition it will be appreciated that the referencing may involve some movement of parts of the structure 16. For example the truss jib 24 (Fig. 1 ) may be rotated about the mast 22 until a wing edge is detected near one of the nozzle supports 20 using the edge detection methods discussed earlier. Alternatively, the mast 22 may rotate along with the truss jib 24 in some types of cranes. Once a wing edge (or other part) of the aircraft 12 is detected, parts of the aircraft structure 16 may be moved to locate a well-defined reference point on the aircraft 12, such as a wing tip.

[0054] In step 1 12 the nozzles 14 are moved to a position to be sprayed, and in step 1 16 the spraying occurs. It will be appreciated that the steps 1 12 and 1 16 may be intertwined, with the spraying occurring while the moving also occurs. The moving may involve any or all of the ways described herein of positioning and repositioning the nozzles 14. Multiple ways of moving the nozzles 14 may be performed at the same time. The truss jib 24 may be rotated about the mast 22, either a constant speed or at a varying speed. At the same time the nozzles 14 may be repositioned relative to the truss jib 24 by movement of the nozzle supports 20, either vertically or along the length of the truss jib 24. Alternatively or in addition the nozzles 14 may be tilted relative to the nozzle supports 20. Any of these

movements, or any combination of them, may be part of the nozzle movement of step 1 12.

[0055] The movement in step 1 12 may involve movement in three dimensions, for example to raise and/or tilt all or some of the nozzles 14 in order to spray the tail of the aircraft 12. Some of the nozzles 14 or arrays of nozzles may tilt to spray in a substantially horizontal direction, or other suitable direction, in order to spray the rudder of the aircraft 12.

[0056] In step 120 the system 10 checks if all ice is being removed from the aircraft surfaces. This may be done using the ice detection cameras 38b mounted on the cabs 34. If not all ice being removed, the system 10 may adjust its movement speed in step 124. For example the system 10 may slow movement of the nozzles 14 from one aircraft area to the next. This allows more time for spraying an individual area, allowing for better ice removal.

[0057] The checking in step 120 may be performed periodically, even at a predetermined rate of several times a second. Alternatively the checking may be performed substantially continuously during the deicing process. The adjustment made in step 124 may be based on any of a variety of factors.

[0058] The interactive process of detecting ice and spraying may include the following (sub)steps. The spray nozzle(s) 14 may be positioned close to the surface of the aircraft 12 which is to be sprayed with deicing fluid. The ice detection camera 38b inputs an image of the surface of the aircraft 12 to the control system 50 for processing. The system 50 maps and determines at what locations there is ice on the surface of the aircraft 12 given the image from the camera 38b. The control system 50 then aims the nozzle(s) 14 at an initial location containing ice on the surface of the aircraft 12. The control system 50 turns on the nozzle(s) 14 to spray deicing fluid. The ice detection camera 38b continues to take pictures of the area of interest until no ice is at the point where the control system initialized spraying. The control system then directs the nozzle(s) 14 to spray on the next chosen area containing ice. The process of detecting the ice and spraying is repeated until ice is no longer detected on the surface of the aircraft. The nozzle(s) 14 and camera system 38b are then repositioned to another location near the aircraft's surface and the processes of detecting ice with the ice detection camera 38b and directing and spraying with the nozzle(s)14 until no more ice is detected are repeated.

[0059] A check for further areas to be sprayed is made in step 130. It will be appreciated that the checking in step 130 may be merely a check that the rotation of the truss 24 has reached a certain point. Alternatively the checking in step 130 may involve determining when all of the nozzle arrays have cleared edges of the aircraft 12, or when all of the predetermined areas to be sprayed have been sprayed.

Further, the earlier determination of where ice was initially located may be used to determine whether there are still any areas to be sprayed.

[0060] After all of the spraying is completed, in step 134 inspection and touch-up spraying may be performed. This may directed/controlled by personnel on the ground, in the cabs 34, or in remote locations. Control of the inspection and spraying may utilize a gyroscopic tracking system, as described further below.

[0061] In addition, anti-icing fluid may be sprayed on the aircraft 12 in step 136. The process for spraying the anti-icing fluid (or other sorts of fluids) may be similar to the process described above for spraying de-icing fluid.

[0062] Referring now to Fig. 4, a variant of the fluid application system 10 is shown in which the system 10 includes a gyroscopic tracking system 160 that is operatively coupled to the nozzles 14. The tracking system 160 senses changes in orientation of the system, and may be used to adjust the tilt of one or more of the nozzles 14. The tracking system 160 may be used in part of a touch up and inspection process, to aim the nozzles 14 so that additional fluid may be sprayed where desired, such as to remove ice found after the automatic spraying.

[0063] The gyroscopic tracking system 160 may be in any of a variety of forms, for example being a helmet- or head-mounted system, or being a handheld system. The user of the tracking system may be located in one of the cabs 34 (Fig. 1 ), near the airplane 12 (Fig. 1 ), or at a more remote location. The user may tilt the tracking system 160 to effect a corresponding tilt in some or all of the nozzles 14. The operative coupling between the gyroscopic tracking system 160 and the nozzles 14 may be hard wired, wireless, or some combination of the two. As described earlier, a video camera and/or ice detection camera may be configured to tilt along with the nozzles 14. Thus the user of the gyroscopic tracking system 160 may be able to receive visual feedback regarding pointing of the nozzles 14, even in remote operation of the system 10. For example head movements of a head-mounted gyroscopic tracking system may cause corresponding movement in a camera 162 (for example, one of the cameras of the additional sensors 38) that is coupled to a video display 164 within the view of the operator using the tracking system 160. Such an operator may have a feeling of being intuitively able to aim the nozzles 14 by simple head movements, such as back-and-forth or up-and-down head movements. The video display 164 may give feedback regarding to the operator to allow accurate aiming of the nozzles 14. The display 164 may be located in the cab 34, or otherwise at a location where the operator is located. It will be appreciated that the video display 164 may be incorporated into a head-mounted system, if desired. The user may also have a button or other trigger 166 for triggering a spray of fluid, once the nozzles 14 have been aimed as desired.

[0064] Alternative ways of aiming the nozzles 14 include use of joysticks or other hand-operated controls, and use of body-mounted movement-detecting devices. The latter may includes a finger sensor or sensor glove that senses movement of a body part such as a finger or hand, and aims the nozzle 14 accordingly. For example the operator may be able to aim the nozzles 14 merely by pointing at a desired aim point on the aircraft 12.

[0065] The tracking system 160 may be utilized by an inspector making a visual inspection of the aircraft 12. Alternatively the inspector may give visual, radio, or other signals to an operator in the cab 34, with the operator in the cab 34 using the gyroscopic tracking system 160 to see what areas the inspector is referring to, and to aim the nozzles 14 for touch up spraying.

[0066] The gyroscopic tracking system 160 may utilize technology similar to the first person view control system technology sometimes used to control RC (radio control) vehicles, such as radio-controlled model airplanes.

[0067] From the discussion above, it will be appreciated that the gyroscopic system 160 may be used by the operator to aim the nozzles 14 and/or to make a visual inspection. Alternatively or in addition, the gyroscopic system 160 may be used to automatically control swaying, as discussed further below.

[0068] It will be appreciated that the system 10 and the method 100 provide many benefits relative to current practices and prior systems and methods. The process of deicing is speeded up by allowing positioning of many independently-movable nozzles 14 from a structure. The deicing may be accomplished in one pass of the truss jib 24 over the aircraft 12, obviating the need for manual repositioning of nozzles (or vehicles carrying nozzles) during the deicing operation.

[0069] More consistency and efficiency may be accomplished by automatically moving the nozzles 14 to and along the aircraft surfaces. Placing the nozzles 14 close to the surfaces to be sprayed (using the proximity detectors) reduces wastage of deicing fluid, since the spray is better directed toward the areas to be sprayed. Less spray may be aerosolized by the spray process, reducing the amount of deicing chemicals breathed in by operators or other nearby persons (or animals). It will be appreciated that the use of edge detection also prevents wastage of deicing fluids by unnecessary spraying.

[0070] What follows now are alternate embodiment aircraft fluid application systems. In the description of the alternate embodiments, features common to previously-described embodiments are often mentioned only in passing, or not at all. It will be appreciated that various features from the various embodiments may be combined in a single device when suitable.

[0071] The structure 16 may be any of a variety of commercially available truss cranes (tower cranes). It will be appreciated that a large secondary market exists for tower cranes. Tower cranes are available in a large variety of sizes and degrees of mobility. The larger tower cranes are configured to be set up in one fixed location, not easily to be moved to another location. Fig. 1 shows one example of such a fixed-location tower crane. Another example is shown in Fig. 5, wherein a fluid application system 210 uses a smaller fixed tower crane 216 with a mast 222 and a truss jib 224. The crane 216 is used to spray over only part of an aircraft 212.

[0072] Fig. 6 shows a more mobile crane, a self-erecting or self-assembling tower crane 316, used as part of a fluid application system 310 for spraying part of an aircraft 312. Like the other cranes described herein, the crane 316 has a mast 322, with a truss jib 324 that is rotatable with the mast 322, about a base 318.

Counterweights 326 are on the base 318 that supports the mast 322 of the crane 316. Such self-erecting or self-assembling tower cranes are able to lift themselves off of the ground using jacks. This allows sections of the tower (mast) to be inserted at ground level or lifted into place by the partially erected crane itself. Such cranes can be considered semi-mobile, since they can be taken apart and reassembled in another location. It will be appreciated that certain types of self-erecting cranes are able to towed as a trailer by other vehicles. An example of such a self-erecting crane is disclosed in U.S. Patent No. 3,760,953, the figures and description of which is incorporated by reference herein.

[0073] Fig. 7A shows a fluid application system 410 that includes a mobile crane 416, a vehicle-mounted crane that may be driven to a desired location and then erected. A self-propelled vehicle 418 has the crane 416 mounted on it, enabling the crane 416 to be driven to where an aircraft 412 is located, or otherwise enabling easy relocation of the system 410. The vehicle 418 may also include a tank 440 for storing the fluid to be sprayed onto the aircraft 412.

[0074] Fig. 7B shows a fluid application system 460 for spraying fluid on an aircraft 462. The system 460 includes a self-propelled vehicle 468 that has an articulating arm 470 to move a cab or bucket 472 relative to parts of the aircraft 412. The cab or bucket 472 may have attached or mechanically coupled to it nozzles, video cameras, IR cameras, ice detection cameras, LIDAR system cameras, or any of the other devices described herein with regard to other disclosed embodiments. It will be appreciated that any of the features of this and the other various

embodiments may be combined where possible.

[0075] Fig. 8 shows another embodiment, a fluid application system 510 to apply deicing fluid or other fluid to an aircraft 512. The application system 510 includes a series of nozzles 514 that hang down from a structure 516. The nozzles 514 are located in weighted spheres 518 that are suspended from a truss jib 524 of the structure 516 by flexible lines 520. The truss jib 524 is coupled to the top of a mast 522. Other components of the structure 516 may be similar to corresponding parts of other embodiments, and are not described further with regard to the fluid application system 510.

[0076] The flexible lines 520 themselves may be steel cables, or hoses that transport the deicing fluid or other fluid. For example the flexible lines 520 may be steel cables with hoses running through a central hollow, or with hoses running along side of the steel cables. In addition the flexible lines 520 may have other

components running in them or along them, for example power and/or data lines.

[0077] The nozzles 514 are each in a weighted sphere or container 518. The spheres 518 each may have a diameter of about 3 feet, and may weigh about 200- 250 pounds, although it will be appreciated that these figures are only examples of size and weight. The placement of the nozzles 514 in the weighted spheres (or containers) 518 aids in preventing swaying, for example swaying due to wind. It will be appreciated that the swaying would have a tendency to move the nozzles 514, causing the nozzles 514 to alter their direction of spray. By having the nozzles 514 located in the weighted spheres or other containers 518, swaying and consequent misalignment of the nozzles 514, due to wind or other factors, may be reduced or effectively eliminated.

[0078] Another way of handling misalignment of the nozzles 514 by swaying, even with the reduction of the swaying from the use of the spheres 518, is by compensating for swaying by aiming of the nozzles 514. The spheres 518 may contain gyroscopes that are used to detect swaying, and allow altering aiming of the nozzles 514. For example each of the spheres 518 may include a pair of

gyroscopes, one to detect front-and-back movements and the other to detect left- and-right movements. The gyroscopes allow the nozzles 514 to be tilted as swaying is detected, to maintain the nozzles 514 aimed at desired aim points. It will be appreciated that any of a variety of mechanical systems may be used to tilt the nozzles 514 to compensate for swaying detected by the gyroscopes in the spheres (or other containers) 518. It will be appreciated that the tilting to compensate for swaying may take into account the distance between the nozzles 514 and the surface being sprayed in determining the proper movement of the individual nozzles 514 to compensate for swaying. For example, sway toward the aft end of the aircraft produces a reaction force by the gyroscopes. This force may be turned into a signal that is sent on to a computer that controls the aiming of the corresponding of the nozzles 514. The computer may then make corresponding corrections in the aiming of the nozzle 514 to compensate for the swaying detected by the gyroscopic system.

[0079] The gyroscopes referred to above may be considered as part of the gyroscopic system 160 (Fig. 4). However it will be appreciated that the automatic anti-sway gyroscopes may be separate in location and function from user-operated gyroscopes that allow the operator to easily and selective manually aim nozzles.

[0080] The spheres 518 may contain various other devices for gathering and sending data. For example the spheres 518 may contain video cameras that can be used to provide a close-up view of an area being sprayed or to be sprayed (or just examined); may contain infrared (IR) cameras used for determining temperature of surfaces of the aircraft; and/or may contain systems such as LIDAR systems for determining thickness and/or contours of ice on the aircraft. The spheres 518 also may include spotlights or other illumination sources.

[0081] It will be appreciated that some or all of the camera, lights, and other accessories described in the previous paragraph may be located in other locations than the spheres 518. For example one or more cameras may be located on the truss jib 524, as an alternative or in addition to the cameras in the spheres 518. The cameras located on the truss jib 524 may be high definition cameras and/or may be able to zoom in to focus on certain areas. It will be appreciated that locating the cameras on the truss jib 524 may avoid the problem of cameras on one of the spheres 518 having a view interfered with by a nozzle 514 of another of the spheres 518. It will be appreciated that there may be other benefits to placing cameras or other equipment on the truss jib 524.

[0082] The flexible lines 520 can be moved individually along the truss jib 524, allowing the individual nozzles 514 to be positioned in a direction along the length of the truss jib 524. In addition the flexible lines 520 can be individually lengthened or shortened to adjust the height of the individual nozzles 514. The lengthening and shortening can be accomplished by reeling in and out the flexible lines 520, for example using motors on the structure 516 that are mechanically coupled to the flexible lines 520. Further, it will be appreciated that another degree of freedom in positioning the nozzles 514 may be obtained by rotating the truss jib 524 about the mast 522. Also, the nozzles 514 may be tilted in various directions relative to the flexible lines 520 and/or the spheres 518, to allow another way to direct the flow from the nozzles 514 as desired.

[0083] It will be appreciated that other shapes of containers may be utilized in place of spheres. Further, multiple containers or no containers at all may be used.

[0084] A cab 534 is also suspended from the truss jib 524 using a flexible line 536. The flexible line 536 may be similar to the flexible lines 520, in that it allows the cab 534 to be suspended from the truss jib 524, allows the cab 534 to move up and down and translate along the length of the truss jib 524, and allows connections to be made to the cab 534 to provide fluid, provide power, and/or send and/or receive data. The cab flexible line 536 may be on a different track on the truss jib 524 than the flexible lines 520 that connect the nozzles 514 to the truss jib 524. This allows the cab 534 to be positioned anywhere along the length of the truss jib 524, without regard to the positions of the nozzles 514 along the truss jib 524. An operator located in the cab 534 may be able to control operation of all or parts of the fluid application system 510. The cab 534 may include its own fluid spraying nozzles 540, which may be directed and activated by the operator. [0085] Fig. 9 shows an interior view of the cab 534. The cab 534 may include controls such as a joystick 544 and various buttons or a touch pad 548 for controlling various components/actions of the fluid application system 510. A screen 550 may be used by the operator to call up and view any of a variety of data, including the data from the various data-gathering devices that may be in the spheres 518 (Fig. 8), such as video cameras, IR cameras, or LIDAR devices. Data from the devices may be manipulated for illustration purposes, such as by graphically showing temperature or ice thicknesses, or by using different colors to illustrate differences in temperature and/or ice thickness.

[0086] It will be appreciated that the fixed-location fluid application system 510 is only one type of possible configuration. Fig. 10 shows a mobile fluid application system 560 having many of the features of the fluid application system 510. A truss jib 574 of the system 560 may be able to swivel fully enough around a mast 572 of the system 560 so as to be able to spray aircraft 580 and 582 in two separate locations (spaces or bays) 584 and 586 on opposite sides of the mast 572. The truss jib 574 may be able to rotate at greater than 180 degrees about the mast 572, perhaps having a rotational coverage that approaches 360 degrees. The ability to spray fluid at two separate locations allows greater efficiency in the application of fluid, such as deicing fluid. While an aircraft in one of the locations 584 and 586 is having fluid applied, a new aircraft may be positioned in the other of the locations 584 and 586. Thus delays in fluid application for positioning of a new aircraft may be greatly reduced or even substantially eliminated.

[0087] Fig. 1 1 illustrates a system 600 that shows various interconnections in automatic (robotic) operation of fluid application on an aircraft. The explanation below is in terms of a deicing process, but it will be appreciated that it may be applied more generally to application of other types of fluids. Initially the aircraft is put into place near a fluid application (deicing) system, such as any of the various fluid application systems described above. A positioning camera 602 of the deicing system, such as a camera located on a truss jib, is used to determine the position of the aircraft, and to send this initial location to a controller 604 of the deicing system. The controller 604 may include hardware and/or software that automatically controls application of deicing fluid, as part of a robotic process. [0088] The controller 604 may also receive aircraft type information from an aircraft transponder 608 of the aircraft. The controller 604 may be coupled to a suitable receiver that receives and relays that information.

[0089] Further information that is input to the controller 604 may include weather information, which may be received from an external server 612. The external server 614 represents one or more external computers that are able to communicate with other parts of the system 600. The communication may be by wired or wireless connections. In addition, the external server 612 may be used to store and/or process data, as described further below.

[0090] With the inputs the controller 604 is able to control the positioning of the nozzles 614 for the application of deicing fluid. It will be appreciated that the control process of directing movement of the nozzles 614 along the surface of the airplane involves various translation and tilting processes, and may involve feedback involving data received from data-collecting devices (e.g., video cameras, IR cameras, and/or LIDAR) that move along with the nozzles 614. Some types of feedback processes to ensure ice removal have been described above, and it will be appreciated that such feedback may be used as part of an automatic process of accomplishing the deicing without need for operator input. Although the deicing operation may be fully automatic once the aircraft is in place, it will be appreciated that not all of the deicing need be part of a single automatic process, and that some operator or other human input may be involved.

[0091] During or after the deicing process, an operator 620 may access and examine the data. This may be done by displaying the data (raw or processed) on the screen 550 (Fig. 9).

[0092] The data may also be sent to the external server 612, where the data may be stored as a record of the process. The raw or processed data concerning the deicing operation may be made available to aircraft pilots or other personnel, such as controllers or others who make decisions about the order of aircraft takeoff and when aircraft need to be deiced again.

[0093] The external server 612 may also process the data to make a prediction regarding how long it will be before the aircraft needs to be deiced again. Such a prediction may be based on data gathered during the deicing process, such as temperature of the aircraft surfaces, as well as weather information regarding the weather at the airport, and/or historical deicing data stored by the server 612. The prediction may be sent to a pilot device 624 accessible by a pilot of the aircraft. The device may be a screen in the cockpit of the aircraft, or may be a separate handheld device, to give only two examples. The prediction may be displayed graphically, such as by an indicator that moves from a green area (substantially no ice) to a yellow area (an acceptable level of ice) to a red area (unacceptable levels of ice that would require deicing before takeoff). The prediction may also be presented in other ways, such as by an estimated time left in a safe takeoff window, a time limit before deicing would need to be repeated. A safety margin may be built into the prediction. The prediction may be updated over time, as weather conditions change. Besides pilots, the prediction may be sent to or be accessible by air traffic controllers and other appropriate airport personnel. Predictions such as this may be used to improve airport efficiency by prioritizing aircraft for takeoff, for example by prioritizing aircraft with shorter takeoff windows remaining, so as to minimize time-consuming and expensive multiple deicing processes for the same aircraft.

[0094] Although the invention has been shown and described with respect to a certain preferred embodiment or embodiments, it is obvious that equivalent alterations and modifications will occur to others skilled in the art upon the reading and understanding of this specification and the annexed drawings. In particular regard to the various functions performed by the above described elements

(components, assemblies, devices, compositions, etc.), the terms (including a reference to a "means") used to describe such elements are intended to correspond, unless otherwise indicated, to any element which performs the specified function of the described element (i.e., that is functionally equivalent), even though not structurally equivalent to the disclosed structure which performs the function in the herein illustrated exemplary embodiment or embodiments of the invention. In addition, while a particular feature of the invention may have been described above with respect to only one or more of several illustrated embodiments, such feature may be combined with one or more other features of the other embodiments, as may be desired and advantageous for any given or particular application.