Runway maintenance device

Abstract

An airport maintenance device (1) for monitoring the condition of a runway and taxiway and reporting the status of the runway or taxiway remotely. The device comprises a drive unit (10) operable to provide self-propelled rolling motion of the device along the surface of a runway or taxiway of an airport, a detection unit (20) comprising one or more sensors (21, 22) configured to detect one or more parameters of the surface, and a communication unit comprising a transceiver arranged to transmit data derived from the detection unit (20) from the device to a remote server. The device (1) is arranged in use to move along the surface and transmit data indicative of one or more parameters of the surface to a remote server.

Description

Technical Field

[0001] This invention relates to an automated device for monitoring airport runways and taxiways and performing maintenance on airport runways and taxiways. Background Technology

[0002] The maintenance of airport runways and taxiways is a major safety issue in airport operations. Runway conditions must be closely monitored to ensure that pilots and air traffic control are aware of the current runway status and can make the necessary decisions and adjustments for safe flight operations.

[0003] For example, when adverse weather conditions cause runway surfaces to become wet or icy, runway friction measurements are typically required to inform pilots and air traffic control of reduced control and braking power on the runway surface. Other runway conditions, such as runway visibility (RVR) and wind speed, must also be measured. These measurements can be slow and labor-intensive.

[0004] Another major problem affecting airports is rubber buildup on the runway. When an aircraft lands on the runway, the landing gear experiences considerable friction from the ground, causing the rubber on the tires to polymerize and adhere to the runway surface. Over time, the accumulation of rubber from landing aircraft reduces the coefficient of friction of the runway surface, leading to a critical loss of braking and ground handling performance. Airport runways and taxiways must be maintained regularly to minimize the amount of rubber buildup on the surface. In practice, this maintenance is expensive and time-consuming.

[0005] Another safety concern is foreign object debris (FOD) on runway and taxiway surfaces. Objects on the ground, including debris from vehicles, crushing equipment, and in some cases, animal debris such as birds and rodents, can adversely affect fast-moving aircraft. Runway and taxiway FOD can cause a number of serious problems, such as tire punctures, personal injury, and path obstruction. For example, when ingested by a jet engine, FOD can cause serious and substantial damage, often leading to fatal engine failure. Foreign object damage is typically mitigated through regular and frequent inspections of the airport by airport staff. These inspections involve sweeping large areas of runways and taxiways and closely checking for FOD; this is often a lengthy and laborious process because it requires physically traversing the airport.

[0006] Deploying airport staff to monitor runway and taxiway conditions, manually taking measurements, and reporting to air traffic control is unreliable, expensive, and time-consuming. The problem is exacerbated when adverse conditions on the runway or taxiway are detected and maintenance personnel and experts must be deployed to repair the equipment.

[0007] Therefore, a solution is needed that allows for the effective monitoring and maintenance of conditions on runways and taxiways. Summary of the Invention

[0008] According to a first aspect, an airport maintenance device is provided for monitoring runway and taxiway conditions and remotely reporting the status of the runway or taxiway. The device includes: a drive unit operable to provide controlled rolling motion of the device along a surface of an airport runway or taxiway; a detection unit including one or more sensors configured to detect one or more parameters of the surface; and a communication unit including a transceiver arranged to transmit data obtained from the detection unit from the device to a remote server, wherein the device is arranged to move along the surface in use and to transmit data representing one or more parameters of the surface to the remote server.

[0009] The device according to the first aspect is capable of navigating and roaming the airport ground to collect data related to runway and taxiway conditions via a detection unit. The data can be transmitted via a communication unit to, for example, a remote server, where it can be processed or interpreted and transmitted to, for example, air traffic control. With a remote device capable of roaming and collecting airport data, the status of runways and taxiways can be reliably kept updated for pilots and air traffic control. This method eliminates the need for laborious handling of deployed manned vehicles, manual measurements, and manual communication of runway status. The data collected by the device may include location information or be associated with location information. In particular, each data point collected by the device can be linked to location data representing the geographic location of the collected data point. The runway-related data collected by the device can be used to generate or update a mapping of the information relative to the location around the runway. Preferably, a pre-generated map can be stored in the memory of the device, and each data point collected by the device can be mapped onto the pre-generated map using the location data associated with the data point.

[0010] While the drive unit may include any suitable device for providing movement of the device along the airport surface, it typically includes multiple independent drive wheels powered by one or more motors.

[0011] The movement of the device can be manually controlled by operating the drive unit. For example, the device can be remotely controlled. The remote control can be operated by a person or machine with environmental knowledge and the planned actions of the device. Alternatively, the device can have onboard sensors. The detection unit may include a terrain sensor operable to scan and detect the terrain around the device.

[0012] The terrain sensor may include a lidar module with a rotating laser beam arranged to illuminate the surrounding terrain and provide measurements of the distance between the device and surrounding obstacles. The lidar module allows the device to autonomously calculate a real-time 3D representation of its surroundings, enabling the device to navigate safely through its environment. The terrain sensor may also include an optical camera. The optical camera may be positioned and oriented to capture static or moving images of the terrain surrounding the device. Images from the camera may be processed on the device or sent to a remote server where they may be processed or analyzed.

[0013] This terrain sensor can be used to remotely collect information about the conditions around the device, which can then be sent back to a remote server. Additionally, the sensor allows the device to autonomously sense its environment and navigate accordingly. For example, in use, the drive unit can be arranged to use data from the terrain sensor to navigate and autonomously move the device across a surface. By arranging the device to sense its surroundings and move accordingly, an efficient airport maintenance device can be provided, which can be easily opened and closed to roam the airport to perform its functions without the need for a controller. The terrain sensor may include a LiDAR module arranged to scan and detect the device's environment and output data representing the device's environment.

[0014] The device can be equipped with a radar transmitting and receiving module to allow it to communicate with air traffic control and pilots of nearby aircraft. The radar transmitting and receiving module can utilize the transceiver of the communication unit. The radar module can be arranged to allow the device to detect nearby aircraft and autonomously maneuver to avoid them.

[0015] In some cases, providing a device for manual control of the apparatus may be particularly advantageous. The transceiver of the communication unit is operable to receive instruction information from a remote server. The communication unit can be arranged to transmit instruction information to one or more of the drive unit and detection unit during use. This allows for remote operation of the drive unit and detection unit from a remote server, providing explicit control of the apparatus.

[0016] The device may advantageously include one or more measuring instruments for collecting data related to runway conditions.

[0017] For example, one or more sensors in the detection unit may include tribometers arranged to measure and output data representing the level of surface friction. Using loaded tribometers, the device can measure runway or taxiway surfaces and provide pilots and air traffic controllers with an accurate representation of surface slip properties, allowing them to assess braking power and equipment controllability on runway and taxiway surfaces.

[0018] Although a tribometer can employ any suitable method for measuring friction, it typically includes a friction measuring wheel arranged in use to contact the surface of an airport runway or taxiway. The friction measuring wheel is typically deployed during device movement and contacts the ground to generate rotational motion. This rotational motion of the friction measuring wheel can be used to calculate the friction level of the surface. The friction level of the surface can be represented by the coefficient of friction μ. One or more drive wheels of the drive unit can serve as friction measuring wheels for the detection unit. This arrangement provides an efficient design with a reduced number of parts while ensuring safe aircraft operation on the runway. The tribometer may include an optical module arranged to provide a measurement of runway surface friction. Preferably, the optical module may include an infrared source. This light source can be configured to transmit radiation directed towards the runway surface to be reflected back to the device and detected by sensors or detectors on the device. The light source may be a laser source.

[0019] One or more sensors in the detection unit may include a FOD sensor arranged to detect the presence of foreign object debris (FOD) on a surface during use. Equipping the device with an FOD sensor provides an effective way to monitor the presence of FOD on runways and taxiways. When the device detects FOD, it can transmit data representing the FOD to a remote server, thereby informing pilots and air traffic control of the hazard. Remotely operated devices with FOD sensing capabilities ensure safe operation at airports without the need to deploy manned sweepers. The FOD sensor may include any one or more sensors selected from the group consisting of x-ray sensors, visible light sensors, and metal detection sensors. The FOD sensor may be configured to measure the surface of a runway or taxiway. This can be achieved, for example, by pointing the FOD sensor toward the surface. Anomalies on the surface may be detected automatically by the device or by an observer investigating data from the FOD sensor.

[0020] This device can be arranged to provide a measurement of the visual range of an airport. Typically, the device can be configured to measure the runway visual range (RVR). That is, the distance at which a pilot of an aircraft on the runway centerline can see runway surface markings or lights that delineate the runway or identify the centerline. The detection unit may include a transmissometer operable to measure ambient light attenuation and output data representing runway visibility. Alternatively, the detection unit may include a scatterometer operable to measure RVR. In other examples, a vehicle-mounted optical camera may be used to allow an observer to measure RVR. By equipping the device with a device for measuring visibility, this provides an efficient way to remotely measure visibility at an airport. The transmissometer can be mounted on the device via a gyroscope or gimbal to stabilize its orientation even when the device is in motion.

[0021] The device may include one or more fire detectors. Fires on runways and taxiways pose another major hazard to airport safety. The detection unit may include a fire detector with an infrared sensor arranged to monitor ambient thermal radiation and detect fires during use. Alternatively, the fire detector may include a smoke detector, a flame detector, or any other device that detects the presence of fires in the airport.

[0022] After the detection unit detects the presence or absence of an anomaly, the device can typically be activated in response to the detection. Preferably, the drive unit is arranged to autonomously move the device during use based on data obtained from the detection unit. The device can autonomously roam the airport runways and taxiways, locate and report potential hazards or anomalies, and, if necessary, move toward the source of these conditions. This significantly improves the efficiency of runway monitoring and maintenance operations.

[0023] The detection unit may include a runway light detector, which is arranged to detect the presence of runway lights and check the proper functioning of the lights on the runway. The detection and checking of proper light function can be achieved by measuring the luminance of the area where the runway lights are expected and / or detected. Based on the measured luminance, the proper functioning of the runway lights can be checked, for example, by checking whether the luminance exceeds a threshold or by comparing it with historical data.

[0024] The device may also include a maintenance unit arranged to perform maintenance operations on the surface of an airport runway or taxiway during use. In addition to detecting hazards on airport runways and taxiways and reporting them to a remote server, the device itself is also capable of performing maintenance operations.

[0025] The maintenance unit may include a rubber removal module arranged to remove rubber from surfaces during use. This module allows the device to address rubber buildup issues from aircraft landing gear on runways and taxiways, providing a remotely operable solution.

[0026] While a rubber removal module can employ any suitable method to remove accumulated rubber, it typically includes one or more of the following: a high-pressure water module comprising a water tank and a high-pressure nozzle operable to deliver a high-pressure water jet to a surface; a chemical removal module comprising a chemical storage tank and a chemical applicator operable to apply a removal chemical to the surface; an impactor arranged in use to spray high-speed abrasive particles onto the surface; and a mechanical remover comprising a cutter arranged in use to grind the layer from the surface.

[0027] When the rubber removal module is operable manually, it can also be configured to operate when the device detects the presence of rubber on the runway or taxiway. Typically, the rubber removal module can be configured to remove rubber from the surface based on a measured level of surface friction from the detection unit.

[0028] Once the rubber is removed from the surface, the device can sweep it to one side or collect it for temporary storage within the device. Therefore, the maintenance unit may include a sweeper. The sweeper may include a brush or any other device for effectively sweeping debris along or away from the surface. Alternatively, or in combination, the maintenance unit may include a storage tank. The storage tank may be housed inside or outside the volume of the device. The maintenance unit may also include a high-power suction module operable to provide suction to collect debris from the surface into the storage tank. The storage tank can be used to store the debris collected by the device. One or more of the enclosed walls of the storage tank may include inspection windows. The inspection windows may include transparent or semi-transparent windows to allow inspection of the contents of the tank from the outside. The storage tank may include sensors arranged to detect and notify when the tank is full.

[0029] Similar to removing rubber from a surface, debris collection can be performed manually or autonomously by the device. Preferably, the maintenance unit can be arranged to collect either removed rubber or debris based on data obtained from FOD sensors in the detection unit. The maintenance unit may include a debris collection module operable to collect debris from the runway or taxiway surface. The debris collection module may utilize a high-power suction module to collect debris from the surface. Alternatively, the debris collection module may include a magnetic collector operable to collect debris from the surface. In some cases, bolts or other mechanical parts may detach from the aircraft or other equipment and become FOD on the runway. When device 1 traverses the runway and locates such a detached part, a magnet can be operable to collect the bolt or part as the device actuates on it. Alternatively, the magnet may be a permanent magnet or a constant electromagnet, such that when device 1 actuates on metallic FOD, metallic FOD can be collected even when not detected.

[0030] The maintenance unit may also include a wildlife deterrent device arranged to deter wildlife approaching the surface during use. The wildlife deterrent device may include one or more of the following: a laser source operable to emit a laser; a speaker for emitting high-frequency sound; and a nozzle operable to output a spray of wildlife-repelling biochemicals. As mentioned above, another major issue in airport security is the interference of wildlife, such as birds, with flight operations on runways and taxiways. By incorporating a wildlife deterrent device, the risk of interference with flight operations, such as birds in jet engines—known as bird strikes—can be reduced. By providing such a facility on a mobile device, the deterrent device can be moved toward the wildlife for better dispersal compared to a static deterrent device. Any laser unit mounted on the device can be mounted on the device via a gyroscope or gimbal to stabilize the direction and output beam of the laser even when the device moves on rough or smooth terrain.

[0031] The laser source of the maintenance unit can also be operated as a laser source for a transilluminator, which can be operated to measure the ambient attenuation of light and output data representing runway visibility.

[0032] The maintenance unit may also include a fire extinguisher comprising an extinguishing agent tank and an extinguishing agent nozzle operable to controllably release extinguishing agent from the tank. The fire extinguisher may be arranged to initiate the release of extinguishing agent from the tank based on data obtained from an infrared sensor in the detection unit. This arrangement allows the device to autonomously detect fires, approach fires, and extinguish them by releasing extinguishing agent from the tank.

[0033] Although the device can be powered by any suitable device, it typically includes a power unit with a rechargeable power source. The rechargeable power source can be charged via cable connection, inductive charging, or any other suitable device. Preferably, the device may include a solar panel module arranged to collect solar energy and provide charging to the power source during use.

[0034] According to a second aspect, a system for monitoring and maintaining runway and taxiway conditions is provided, comprising: the apparatus according to the first aspect; and a remote server arranged to transmit data to and from the communication module of the apparatus via a wired or wireless connection during use.

[0035] Additionally, the system may include a docking station arranged to receive the device within its volume during use. The docking station may be located on the surface of an airport runway or taxiway. Typically, the docking station may be located near the airport runway or taxiway. The docking station can serve as a "home base" for the device, providing a secure shelter for its return and storage.

[0036] Typically, the docking station is operable to provide power to the device. The device can be configured to automatically return to the docking station once operation is complete. The device can also be configured to automatically return to the docking station when the power supply is low.

[0037] According to a third aspect, a method for monitoring the condition of airport runways and taxiways is provided, comprising the steps of: deploying a device according to the first aspect to a runway or taxiway; acquiring runway condition data through a detection unit of the device; and transmitting the data obtained from the detection unit to a remote server, where the data can be processed and displayed.

[0038] Deploying the device may include: remotely controlling the device by sending instructions from a remote server to the device's communication unit. Deploying the device may also include the device autonomously navigating a surface.

[0039] By utilizing autonomous or remotely controlled devices with detection, communication, and maintenance capabilities, aspects of the present invention enable effective monitoring and maintenance of airport runways and taxiways. Attached Figure Description

[0040] An exemplary airport maintenance apparatus will now be described by way of example with reference to the accompanying drawings, in which:

[0041] Figure 1 An exemplary airport maintenance device is illustrated schematically.

[0042] Figure 2 An exemplary airport maintenance device used on an airport runway is illustrated schematically.

[0043] Figure 3 An exemplary airport maintenance device used on an airport runway is illustrated schematically.

[0044] Figure 4 An exemplary airport maintenance device used on an airport runway is illustrated schematically.

[0045] Figure 5 An exemplary airport maintenance device used on an airport runway is illustrated schematically.

[0046] Figure 6 An exemplary airport maintenance device used on an airport runway is illustrated schematically. Detailed Implementation

[0047] The following example illustrates a typical implementation of a device with runway and taxiway monitoring and maintenance capabilities.

[0048] exist Figure 1An example of an airport maintenance device 1 is schematically shown. Device 1 includes a drive unit 10, a detection unit 20, a communication unit 30, and a maintenance unit 40.

[0049] The drive unit 10 includes the components required for the movement of the device 1. In this example, the drive unit 10 includes a plurality of individual wheels 11 connected to one or more motors 12. The wheels are typically positioned under the device 1 and are in contact with the ground of an airport runway or taxiway (hereinafter referred to as the “surface” or “ground”).

[0050] The wheels 11 and drive motor 12 are arranged to provide the device 1 with a full range of motion in the ground plane. “Full range of motion” means that the device 1 is able to rotate in the ground plane and turn in any direction across 360 degrees by using the independently driveable and steerable wheels 11.

[0051] In some examples, the drive unit 10 may also include a drive processor 13 configured to output signals to the motor 12 and the wheel 11. In some examples, the drive processor 13 is connected to the communication unit 30 to receive and transmit drive data, such as route information and position information. The drive unit 10 may also include a stabilization mechanism, such as a variable suspension, to provide stability to other components on the device 1 as the device 1 moves.

[0052] Drive unit 10 can be from a remote server ( Figure 1 (Not shown) Manual operation is provided to offer manual remote control of the position and movement of device 1. Alternatively, drive unit 10 can be configured for autonomous operation. In autonomous operation, the movement of device 1 caused by drive unit 10 depends on the detected surrounding geography. Thus, the processor 13 of drive unit 10 is typically connected to detection unit 20.

[0053] The detection unit 20 includes one or more sensors configured to detect one or more parameters of the ground. In one aspect, the detection unit 20 includes a terrain sensor 21 operable to scan and detect the terrain surrounding the device 1. In this example, the terrain sensor 21 includes a lidar module having a laser source arranged to output a rotating laser beam. In use, the laser source emits a laser beam that is reflected back to the device 1 by the surrounding terrain and obstacles. The lidar module measures the time taken to receive the reflected beam and calculates the distance to the nearest object or terrain in that direction. By performing this calculation over all azimuth angles, the lidar module is able to output a 2-D or 3-D representation of its surroundings. This allows the device to detect and avoid obstacles for safe passage through the airport. The data generated by the lidar module can be processed on the device 1 or by a remote server to construct a real-time map of its environment. This data can also be used to update and maintain existing maps. The map generated and / or maintained by the device can include the surrounding terrain as well as any detected obstacles or vehicles on the terrain. The map can be updated to include information collected by other components on the device, such as FOD detectors or tribometers, which will be explained later. Device 1 can also collect information about its surrounding environment while off-ground, meaning it can generate a map of the airspace near it. Information from the lidar module can be transmitted from detection unit 20 to other units, such as drive unit 10 or communication unit 30.

[0054] In some examples, the detection unit 20 includes a visible light camera comprising an optical sensor arranged to capture still or moving images of the environment. Thus, the visible light camera provides visibility of the surrounding environment of the device 1. The camera may be arranged to detect, for example, the surrounding terrain, and data from the camera may be sent to a drive unit 10, which may guide and move the device 1 in one direction based on the sensed terrain. Additionally, images from the camera may be transmitted to a communication unit 30 for transmission to a remote server, as described below. The camera may utilize a visible light sensor, an infrared sensor, or a combination thereof.

[0055] One advantageous use of the camera on device 1 is for detecting the presence and proper functioning of runway lights. A faulty light can be detected as a general (or periodic) lack of illumination or a reduction (or insufficiency) in the illumination intensity of the runway lights. Device 1 can be roamed over the runway or directed to a specific area on the airport where the camera can detect the presence (or anticipated presence) of light on the runway. The camera can then be used to check the proper functioning of the runway lights and report when a faulty light is detected. In an example device 1, the location of detected faulty lights is recorded and mapped to track the exact location of these faults. Device 1 can then warn air traffic control of a fault (including the exact location of the faulty light) via communication unit 30, allowing for timely repair of the light. While maintaining the mapping of the lights within device 1, the device can periodically return to the recorded location of the faulty light to check whether the light has been repaired and the effectiveness of the repair (by measuring the light intensity, for example, before and after the repair). This data can be used by a processor, either on device 1 or remotely, to compare historical data and identify changes. Therefore, a relatively simple system can be used to track the appropriate function of runway lights over time. While the above example has been described using a visible light camera, the same principle can be applied using other light detection devices, such as an infrared camera.

[0056] In another possible use of the camera (or a similar sensing component of the detection unit 20), the device 1 can scan for cracks in the runway surface. As the device 1 travels across the runway, the camera can be used to monitor irregularities on the runway surface. When a crack is detected in the runway surface, the detection unit 20 can send a signal to an onboard processor or a remote server to warn of a detected fault on the surface. The device 1 can map the exact location of the fault by recording data points on location information.

[0057] While it has been mentioned above that any sensing device can be used to generate a runway surface map, in a preferred embodiment, a thermal imaging sensor can be used to generate a thermal map of the runway surface. Similarly, a distance sensor can be used to identify the distance between the surface and fixed points on the vehicle that represent anomalies in the runway surface.

[0058] When a fault (e.g., structural weakness, crack, or other irregularity) is known to exist at a specific location on the runway surface, device 1 can be programmed to periodically move to that location, take pictures with a camera, and record the acquired visual information. Device 1 can return to the same location and take pictures again to record and observe the progression of the fault over time. Similarly, the identified runway surface map can be updated periodically or more frequently over the identified fault area. This allows, for example, device 1 (or the person controlling device 1) to observe the development of the fault over time and monitor for the emergence of potential hazards. By mapping faults over time, a real-time mapping of all potential faults or hazards on the runway surface can be achieved. The mapping generated from data obtained from measurements by device 1 can be used to compare with previous mappings to address any discrepancies or changes in the condition. These changes can be alerted to the user or a remote server via communication unit 30. In addition to faults on the runway surface, other runway characteristics, such as runway friction, which can be measured by device 1, can also be mapped.

[0059] The detection unit 20 also includes a FOD sensor 22. In use, the FOD sensor 22 is arranged to detect the presence of FOD on the ground. In this example, the FOD sensor 22 includes an X-ray camera. The X-ray camera includes an X-ray sensor arranged to use X-ray radiation to capture still or moving images of the surrounding environment.

[0060] In addition to various optical and radiation detectors, detection unit 20 may also include measuring instruments to perform physical measurements of various runway parameters. In this example, detection unit 20 includes a tribometer 23. Tribometer 23 includes a wheel 23a arranged to contact the ground during use. Tribometer 23 measures the reaction of wheel 23a to directly measure and calculate the level of friction. Typically, tribometer 23 outputs the coefficient of friction (μ) measured between the ground and the wheel. In some instances, the wheel used for tribometer 23 is the same as one or more wheels 11 in drive unit 10. In other instances, tribometer 23 includes other devices for measuring surface friction, and in some cases, non-contact temperature measurement techniques are used. In examples using simple roughness measurements, a laser and sensor pair may be arranged to measure, for example, surface roughness (measured via distance-time of reflected rays), and the roughness may be used to obtain the surface roughness. In other instances, more sophisticated techniques may be employed to provide non-contact measurements of runway surface friction. For example, tribometer 23 may include an infrared sensor arranged to provide surface friction measurements. This can be achieved, for example, by utilizing the fact that most of the energy loss due to friction is released as heat. Therefore, an infrared sensor can be used to measure the heat lost from the surface and, for example, to obtain the surface friction level using a calibration model. The infrared sensor may include an infrared laser, which is stabilized on device 1 via a gimbal so that the laser can be used without loss of alignment when device 1 moves. In use, the laser can provide an infrared (or other) radiation source to reflect back to the device. The infrared sensor can measure parameters (e.g., intensity) related to the reflected radiation to generate infrared sensor data. The data from the infrared sensor can be fed to an onboard processor or sent to a remote server, where the data can be processed to obtain the surface friction level. In some instances, device 1 may include multiple techniques for measuring runway surface friction, such as both the measuring wheel 23a and the infrared laser source. Device 1 can simultaneously record measurements from the wheel 23a and the laser.

[0061] When a dangerous (low) level of friction is detected on a runway, such as due to ice or frost on the runway surface, chemicals are typically applied to the runway surface to mitigate or counteract the lack of traction. In the case of icy runways, de-icing chemicals are typically applied via a runway chemical application vehicle. A problem with the prior art is that it is not always possible to know whether sufficient or excessive amounts of chemicals have been applied to properly address the hazard. In one example device, the detection unit is equipped with one or more chemical tracers for monitoring the dosage of chemicals applied to the runway surface. Typically, the chemical tracer includes an infrared camera (or an infrared camera utilizing another component of the device). Data from the chemical tracer, along with data from other components of the detection unit, such as friction gauge 23, can be processed by an onboard processor (or a remote server) to determine whether an appropriate amount of chemicals has been applied to the runway surface. The measured friction level and the level of chemicals applied to the surface can be compared with pre-recorded historical data indicating the expected friction level for a given amount of applied chemicals. If it is determined that the amount of chemical applied is insufficient (i.e., the runway remains too slippery after chemical application), the device can issue an alert via the communication unit to, for example, warn air traffic control. Device 1 is programmable to follow the airport runway chemical application vehicle so that measurements can be taken immediately after application using a chemical tracer. In some instances, device 1 itself is arranged to apply the chemical to the runway via maintenance unit 40.

[0062] In addition to the aforementioned functions involving friction measurement, or alternatively, the infrared sensors on the device can be arranged to detect the heat level in the surrounding environment, such as detecting a fire in an airport. For example, a set threshold temperature can be stored on the onboard processor (or remote server). If the data collected by the infrared sensors exceeds the set threshold temperature value, the device 1 can generate a warning to signal a potential fire. In some examples, when the device 1 detects a potential fire, the device 1 performs an action, such as moving to the fire via the drive unit 10 and extinguishing the fire using the onboard fire suppression function in the maintenance unit 40 (described later).

[0063] In addition to the functions described above, the detection unit 20 may also include functions for detecting chemical parameters on the runway. For example, contact and / or non-contact techniques may be used to perform chemical analysis on the runway surface. The detection unit 20 may scan the runway surface, for example using non-invasive techniques such as via an onboard camera, to provide data relating to the level of a certain chemical on the surface. The resulting data may relate to the level of complex compounds or simple structures such as water. The data generated by the chemical analysis module in the detection unit 20 may be sent to an onboard processor (or a remote server), and the device 1 may take action based on the processed chemical analysis data. For example, in the reaction to a low level of additive or chemical detected on a portion of the runway surface, the device 1 may apply a new layer of the desired additive / chemical to that portion of the runway surface.

[0064] Data from detection unit 20 can be used to map various aspects of the runway on which device 1 is positioned. For example, terrain sensor 21 can be used to scan the environment of device 1 to generate a map (or alternatively, a pre-generated map can be provided to device 1), and FOD sensor 22 can be used to scan the environment of device 1 to map the location of any debris or obstacles onto the generated (or otherwise stored) map. Mapping can be performed by an onboard processor, or alternatively, data collected by device 1 can be sent to a remote server, where mapping can be performed remotely from device 1. The aforementioned scanning can be performed on a specific basis, or alternatively, device 1 can be programmed or instructed to pay attention to specific locations on the runway (or simply “roam” or “patrol” all available areas of the runway) to perform regular or planned scanning of the local environment.

[0065] In a particularly advantageous example, at least a portion of the detection unit 20 is configured as a module detachably mounted to the surface of the device 1. This module may, for example, be mounted on a slidable rail disposed on the surface of the device 1. The module may be configured as, for example, a rod in which all or some of the components of the detection unit can be placed. The rod can then be mounted on the device 1 such that it hangs over the edge of the device 1, typically the front edge. Sensors in the rod may point downwards toward the runway surface and be arranged to provide a 360-degree line of sight around the device 1.

[0066] In one exemplary device, two or more detection units 20 may be mounted on device 1. For example, one detection unit 20 may be placed at the front end of the device to check the condition of the runway in front of device 1, and a second detection unit 20 may be placed at the rear end of the device. The detection unit 20 at the rear end of the device may be configured to later check the condition of the runway. For example, the second detection unit 20 may be arranged to check how device 1 and its functions have altered the condition of the runway once the device has detected a fault.

[0067] The detection unit 20 is connected to the communication unit 30 and the drive unit 10, so that data from one or more sensors in the detection unit 20 can be transmitted to the communication unit 30 or the drive unit 10.

[0068] Communication unit 30 is arranged to handle information exchange to and from device 1. Communication unit 30 includes a transceiver 31 arranged to communicate with a remote server. Transceiver 31 is typically arranged to transmit data from device 1, obtained from detection unit 20, to the remote server. Transceiver 31 is also arranged to receive information, such as movement commands related to the operation of drive unit 10, data collection commands related to the operation of detection unit 20, and maintenance information related to the operation of maintenance unit 40. Data received from the remote server at transceiver 31 is typically transmitted to one of drive unit 10, detection unit 20, or maintenance unit 40 for specific actions. Typically, the device includes a memory unit 50, arranged to allow temporary or permanent storage of data collected by device 1 itself or data transmitted to the device from the remote server. Data measured by measurement unit 20 can be continuously recorded to memory unit 50, and each new measurement performed by measurement unit 20 can be compared with historical data. The device can take one of several actions based on the comparison results, such as issuing an alarm, changing the detection frequency, or changing the device's movement plan around the runway. In one example, when friction measurements are taken at a specific location on the runway, the measured friction level can be compared with a previous friction measurement taken at the same location. In another example, when assessing the quality of the runway surface (e.g., inspecting for cracks or defects in the surface), each time a measurement or photograph of the runway quality is taken at a given location, the measurement or photograph can be compared with a previous measurement or photograph taken at the same location. If the comparison shows the development of cracks or faults in the runway surface, the device can send an alert to air traffic control via communication unit 30. Historical comparisons can be made relative to data stored on storage unit 50 on device 1, or relative to data stored on a remote server.

[0069] Transceiver 31 can be arranged to provide long-range or short-range communication between device 1 and a remote server. For example, transceiver 31 can be arranged to provide long-range radio communication. In other examples, transceiver 31 is arranged to provide short-range communication using local area technologies such as Wi-Fi or Bluetooth.

[0070] In this example, communication unit 30 also includes radar module 32, which is arranged to allow radar communication between device 1 and an external radar operator, such as an air traffic control tower. Typically, radar module 32 includes a radio frequency transmitter and a receiver. Radar module 32 allows the device to communicate with external devices or entities via radio waves. This is particularly useful in airports where radar transmission is often the primary mode of communication between moving vehicles and air traffic control. Although this example shows radar module 32 as a separate module of transceiver 31, in some examples, transceiver 31 itself may be arranged to provide radar communication.

[0071] In some examples, the communication unit 30 includes a screen to allow nearby users to see information provided by the device 1.

[0072] The maintenance unit 40 is arranged to allow the device 1 to perform various maintenance operations, typically in response to parameters observed by the detection unit 20 or in response to instructions from the communication unit 30.

[0073] In this example, maintenance unit 40 includes a rubber removal module 41, which is arranged to remove rubber from the ground area near device 1 during use. In this document, "near" refers to the ground below or near the underside of device 1.

[0074] Rubber removal from airport surfaces can be performed in one or more of a variety of ways: high-pressure water cleaning, chemical removal, high-speed impact removal, or mechanical removal. The apparatus 1 in this embodiment is equipped with devices that can remove rubber using any of the above methods.

[0075] In this example, the rubber removal module 41 includes a high-pressure water module 41a. The water module 41a includes a water tank and a high-pressure nozzle, which acts as a jet applicator and is arranged to generate a jet of high-pressure or ultra-high-pressure water. In use, high-pressure (typically high-temperature) water is sprayed onto the ground through the nozzle of the water module 41a to apply considerable force to the rubber layer on the ground. Typically, the water module 41a generates a water jet with a pressure between 15,000 kPa and 300,000 kPa. The rubber layer is subjected to a large impact force due to the high-pressure water and becomes accelerated away from the surface, thus being removed by the impact of the water. Once detached from the ground, the rubber can be swept or collected by the device 1. The detached rubber can be conveniently collected by a high-power suction module 42. The collected rubber blocks can be temporarily stored in a storage tank 43 until the device 1 moves to a location where the stored rubber can be discharged from the storage tank 43 for processing of the removed rubber.

[0076] The rubber removal module 41 also includes a chemical removal module 41b. The chemical removal module includes a chemical storage tank and a chemical applicator that operatively applies removal chemicals to the ground. In use, the chemical storage tank supplies removal chemicals to the chemical applicator, which in turn applies the chemicals to the rubber accumulated on the ground. Once applied, the removal chemicals react with and break down the rubber accumulated on the airport surface. The rubber becomes loose and can be washed away with low-pressure water or collected in tank 43 via suction module 42.

[0077] The rubber removal module 41 also includes an impactor 41c. The impactor 41c is arranged to spray abrasive particles at high speed near the ground. In use, the abrasive particles sprayed by the impactor 41c collide with the rubber near the ground. The high-speed impact of the abrasive particles on the rubber causes the rubber to loosen from the ground, and the rubber can then be swept or collected in the manner described above.

[0078] The rubber removal module 41 also includes a mechanical remover 41d. The mechanical remover 41d includes a cutter arranged in use to mill an upper layer of the adjacent ground. The cutter of the mechanical remover 41d is typically arranged to remove a layer of approximately 3 mm to 5 mm thickness from the adjacent ground. By completely removing a layer of the ground, accumulated rubber can be powerfully removed from the airfield. The layer abraded by the cutter can be swept or collected in the manner described above.

[0079] Any one or a combination of methods described may be used by the rubber removal module 41. For example, the water module 41a may be used alone or in combination with the chemical applicator 41b.

[0080] The maintenance unit 40 may also include components that provide the device 1 with the ability to obtain physical or chemical samples for analysis. For example, the rubber removal module 41 may be configured to allow the device 1 to extract a certain amount of rubber from the runway surface for chemical analysis of the rubber. This analysis may be performed on the device 1, or alternatively, the sample may be stored on-board and transported to a laboratory for later analysis.

[0081] Maintenance unit 40 can also apply chemicals to the runway surface to assist detection unit 20 in analysis. For example, the chemical storage tank of maintenance unit 40 may include an inspection fluid including an indicator. The inspection fluid can be sprayed from device 1 onto the section of the runway to be inspected. The fluid will penetrate any cracks present on the runway surface and will be visible under certain conditions. Detection unit 20 can then perform a scan of the section to be inspected, for example, by observing the section of the runway surface under infrared conditions. The indicator may be arranged, for example, to emit light or provide illumination when observed under infrared conditions. In some instances, the indicator may include magnetic particles. By using an infrared sensor (or camera), areas where the inspection fluid is concentrated can be seen, and thus the device can detect the location of cracks on the runway surface.

[0082] In addition to the drive unit 10, detection unit 20, communication unit 30, and maintenance unit 40, the device also includes a power unit 60. The power unit 60 includes a rechargeable power source 61 connected to a charging port 62. In this example, the rechargeable power source 61 is connected to an array of solar panels 63, allowing the power source to be recharged by collecting solar energy from the panels 63. In other instances, other devices for regenerating energy (such as a kinetic energy harvester; a 'generator') are connected to the power source 61 to provide onboard recharging capability.

[0083] In practice, when not in operational configuration, device 1 is typically housed in docking station 2 located on or near an airport runway or taxiway. Docking station 2 is typically arranged to accommodate device 1 within its volume and provides shelter to protect device 1 from weather conditions and falling debris. Docking station 2 also provides charging ports to charge the power unit 60 of device 1. Additionally, docking station 2 may be equipped with a docking station communication unit operable as a wired or wireless means of transmitting data to and from device 1. The docking station communication unit may be arranged to transmit data from device 1 to a remote server, which may be located within the docking station or further away from it.

[0084] Device 1 is programmed to return to or "enter" docking station 2 after use. In other words, device 1 knows the location of docking station 2 and will autonomously return to docking station 2 after operation. In the case of a single airport comprising multiple docking stations 2, device 1 is typically programmed to return to the nearest docking station 2 or the assigned docking station 2.

[0085] Each of these units may include a processor adapted to execute instructions stored in appropriately programmed memory to perform the function. Similarly, each unit may communicate with a control unit operable to instruct or otherwise control the operation of the unit. The functions of each unit may be interchangeable or modular. Each unit may be arranged integrally or partially to be modularly assembled with another unit or the device itself. For example, a detection unit may include a portion with a connecting member. The connecting member may have a shape complementary to a connecting member on the surface of the device, and the connecting member may be fitted into a connecting member on the surface of the device. A typical connection of this type includes one or more guide rails disposed on the surface of the device. One or more protrusions on the detection unit 20 may provide a connecting member that allows the detection unit 20 to be slotted into a guide rail disposed on the device, such as a horseshoe-shaped connection used for a camera flash.

[0086] The methods and processes described herein can be implemented as code (e.g., software code) and / or data. Such code and data can be stored on one or more computer-readable media, which may include any means or medium capable of storing code and / or data used by a computer system. When a computer system reads and executes the code and / or data stored on the computer-readable medium, the computer system executes methods and processes implemented as data structures and code stored within the computer-readable storage medium. In some embodiments, one or more steps of the methods and processes described herein may be executed by a processor (e.g., a processor of a computer system or a data storage system). Those skilled in the art will understand that computer-readable media include movable and non-movable structures / means that can be used to store information, such as computer-readable instructions, data structures, program modules, and other data used by the computing system / environment. Computer-readable media include, but are not limited to, volatile memory such as random access memory (RAM, DRAM, SRAM); and non-volatile memory such as flash memory, various read-only memories (ROM, PROM, EPROM, EEPROM), magnetic and ferromagnetic / ferroelectric memories (MRAM, FeRAM), and magnetic and optical storage devices (hard disk drives, magnetic tape, CD, DVD); network devices; or other media now known or hereafter developed capable of storing computer-readable information / data. Computer-readable media should not be construed or interpreted as including any propagating signals.

[0087] One way the processor can be used in the device is for scanning and mapping functions. As described above, the various components of device 1, especially the various components of detection unit 20, can be used to collect data to generate a map of the runway's hazards and characteristics.

[0088] Now refer to Figures 2 to 6To describe the typical operation of an exemplary device in an airport, Figures 2 to 6 Each of these illustrates an exemplary implementation of the functionality provided by device 1.

[0089] Device 1 is typically stored in a non-operational configuration at docking station 2 on or near the airport runway or taxiway. Device 1 can be manually activated from a remote server. Alternatively, device 1 can be activated according to a predetermined schedule.

[0090] When activated, device 1 leaves its docking station 2 to enter the airport's runway or taxiway. As described above, the movement of device 1 can be remotely controlled or autonomously achieved. In this example, device 1 operates its detection unit 20 and drive unit 10 to achieve autonomous movement.

[0091] The terrain sensor 21 of the detection unit 20 detects the surrounding terrain to calculate the range of motion. Then, the drive unit 10 operates one or more motors 12 and wheels 11 to move the device 1 out of the docking unit 2. Figure 2 The device 1 is shown emerging from docking unit 2, which is located directly adjacent to the airport runway.

[0092] On the runway, FOD sensor 22 on device 1 searches for FOD on the ground. FOD sensor 22 is arranged to scan the runway surface and detect debris and rubber buildup from the aircraft landing gear. When debris is detected on the runway, device 1 can be moved to the debris via actuation drive unit 10 and collect or sweep one side of the debris. Device 1 is equipped with devices for collecting FOD. In this example, a magnet operably collects the debris into storage tank 43.

[0093] For example, assuming an airport runway experiences rubber buildup due to aircraft landings, device 1 can be guided by air traffic control to sweep across the runway and monitor friction levels. As device 1 traverses the runway, FOD sensor 22 measures the rubber buildup and debris on the runway surface. Friction meter 23 also performs measurements to determine the friction level of the runway surface. When detection unit 20 determines that excessive rubber buildup exists on the runway (e.g., by comparing the measured value with a set of thresholds), device 1 reports this information to a remote server via communication unit 30, which in turn alerts traffic control. Device 1 then autonomously operates drive unit 10 to move towards the rubber buildup area and begin maintenance to remove the rubber from the surface.

[0094] When device 1 approaches the area of ​​rubber buildup on the runway, rubber removal module 41 engages with the runway surface, such as... Figure 3 As shown. The rubber removal module 41 operates using any of the methods described above to remove rubber from the runway surface. From Figure 3As can be seen, the friction gauge 23 can be deployed simultaneously to allow the device 1 to confirm the operational results of the rubber removal module 41. The friction measuring wheel 23a of the friction gauge 23 contacts the ground near the device 1 and is arranged to measure the surface friction level. When the rubber removal module 41 operates to reduce or eliminate rubber buildup on the runway, the drive unit 10 propels the device 1 to multiple areas or larger accumulation sites. The rubber removed from the surface is either swept away by the device or collected in a storage tank by the onboard high-power suction module 42. During this process, such as Figure 4 As shown, device 1 removes most of the rubber accumulated on the runway surface, effectively 'sweeping' the rubber away from the runway surface. Device 1 continues to move across the runway, thereby detecting debris and rubber accumulation, removing the rubber, and collecting loose rubber.

[0095] As mentioned above, wild animals such as birds and deer frequently cross the runway and skid track, posing safety hazards and causing undesirable delays. Device 1 monitors the runway and skid track via detection unit 20 to detect wild animals. This can be achieved by using, for example, a FOD sensor 22 or a visible light camera to scan the skid track and runway for potential objects. Data from the FOD sensor or camera can be analyzed by the device itself via an onboard processor, or transmitted via communication unit 30 to a remote server where the data can be analyzed, for example, by traffic control.

[0096] When detection unit 20 detects the presence of wild animals on the runway, device 1 deploys a wildlife removal device to drive the wild animals away from the runway. Device 1 can be configured to be driven by drive unit 10 towards any (or selected one or more) birds based on data from detection unit 20. For example, a camera in detection unit 20 can detect the presence of multiple birds. One or more birds can be selected as high priority (either by a decision algorithm on device 1 or via a remote server through communication unit 30), causing device 1 to approach the selected birds first. Figure 5 A device 1 is shown that uses a vehicle-mounted laser source to direct a laser beam toward birds on a runway. It has been found that the laser effectively deters birds and keeps them away from the runway surface, thereby reducing the risk of flight problems caused by wildlife such as bird attacks. Device 1 is equipped with a laser shield to ensure that the laser is not inadvertently directed into the aircraft cockpit. The laser may be equipped with a gyroscope or mounted on device 1 via a gimbal to stabilize the output beam and / or a corresponding imaging device. This method allows the laser to be used while the device is moving on the runway, ensuring that the laser device produces a consistent and stable beam even when device 1 is moving on rough or uneven terrain.

[0097] For example, suppose device 1 detects a fire at an aircraft wheel, or that the aircraft wheel is at an abnormally high temperature. This could happen, for example, due to a landing malfunction. The device will monitor for this situation and, upon detection, will automatically deploy itself to the fire source or high temperature. Alternatively, device 1 can be remotely guided to the fire source and remotely triggered to deploy its fire-extinguishing chemicals, thereby reducing the risk to airport personnel and significantly improving fire response time. Figure 6 As shown, the device can be guided to an approaching fire without posing a danger to human life. In an advantageous example, an aircraft can report a fire to automatically prepare for or otherwise deploy the device to the hazardous location, thereby mitigating potential danger.

Claims

1. An airport maintenance device for monitoring runway and taxiway conditions and reporting the status of the runway or taxiway remotely, the device comprising: a drive unit operable to provide remote controlled rolling motion of the device along the surface of the runway or taxiway of the airport; a detection unit comprising one or more sensors configured to detect one or more parameters of the surface; and a communication unit comprising a transceiver arranged to transmit data derived from the detection unit from the device to a remote server, wherein the device is arranged to move along the surface in use and transmit data representative of one or more parameters of the surface to a remote server, wherein the one or more parameters include cracks in the surface around the device, and the detection unit further comprises a camera operable to scan the surface for the cracks, wherein the detection unit is arranged such that whenever a crack is detected by the camera, positional data is recorded in order to correlate the position of each crack with the position of the device, wherein an on-board processor is arranged to receive data from the camera and map each crack to a map of the runway, wherein the device is configured to periodically move to the position of each crack, use the camera to obtain a picture of the surface at the position of each crack, and record updated visual data of the crack, wherein the device comprises an on-board processor configured to: compare the current condition of a crack with the previous condition of the crack; determine, based on the comparison, whether the current state of the crack has developed compared to the previous state of the crack; and send a signal via the communication unit, thereby alerting that the crack has developed.

2. The apparatus of claim 1, wherein, In response to detecting a crack in the surface, the detection unit is further configured to: send a signal, thereby alerting that a crack in the surface has been detected.

3. The apparatus of claim 2, wherein, The signal is sent to an on-board processor or a remote server.

4. The apparatus of any one of claims 1 to 3, wherein, The camera comprises a visible light sensor and / or an infrared sensor.

5. The apparatus of any one of claims 1 to 3, wherein, The camera of the detection unit is further operable to detect the presence of runway lights and check the proper functioning of the lights on the runway.

6. The apparatus of any one of claims 1-3, wherein, The surface of the device is provided with one or more interface components for mounting components to the device, wherein at least part of the detection unit is removably attached to the device via the one or more interface components, wherein the interface components comprise one or more guide rails that allow components to be mounted to the device by a sliding action.

7. The device of any one of claims 1 to 3, further comprising: a maintenance unit arranged to perform maintenance operations on the surface in use, wherein the camera is further operable to detect the presence of wildlife on the runway or taxiway, wherein the maintenance unit comprises a wildlife deterrent arranged to deter wildlife approaching the surface in response to the camera detecting the presence of wildlife on the runway or the taxiway, the wildlife deterrent comprising one or more of: a laser source operable to emit a laser; a speaker operable to emit a high frequency sound; and a nozzle operable to output a spray of wildlife deterrent chemical.

8. The apparatus of any one of claims 1-3, wherein, the drive unit is remotely controlled by a human user or a machine.

9. A system for monitoring and maintaining runway and taxiway conditions, comprising: a device according to any one of the preceding claims; and a remote server arranged to transmit data to and from the communication module of the device via a wired or wireless connection in use.

10. The system of claim 9, further comprising a docking station arranged to receive the device within its volume in use, wherein, the docking station is operable to provide power to the device.

11. A method of monitoring airport runway and taxiway conditions, comprising the steps of: deploying a device according to any one of claims 1 to 8 to a runway or taxiway; acquiring runway condition data by the detection unit of the device; and comparing data relating to the position of the surface from the detection unit with historical data relating to the position of the surface; and determining whether a fault has developed on the surface.

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