Runway maintenance equipment

Abstract

An airfield maintenance apparatus for monitoring runway and taxiway conditions and remotely reporting runway or taxiway status, the apparatus comprising: a drive unit operable to provide self-controlled rolling movement of the apparatus over an airfield runway or taxiway surface, 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 configured to transfer data derived from the detection unit from the apparatus to a remote server, the apparatus being configured in use to move over the surface and transfer data indicative of the one or more parameters of the surface to the remote server.

Description

Technical Field

[0001] The present invention relates to an automatic device for monitoring and maintaining airport runways and taxiways.

Background Art

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

[0003] For example, runway friction measurements are commonly performed to advise pilots and air traffic control about the reduction of control and braking forces on the runway surface when the runway surface is wet or frozen due to harsh weather conditions. Other runway conditions, such as runway visibility range (RVR) and wind speed, must also be measured. Such measurements are time-consuming and labor-intensive.

[0004] Another major problem affecting airports is the accumulation of rubber on the runway. When an aircraft lands on the runway, the landing gear receives a significant amount of friction from the road surface, which causes the rubber of the tires to polymerize and adhere to the runway surface. As the rubber from landing aircraft accumulates over time, the coefficient of friction of the runway surface decreases, resulting in significant losses in braking and road handling performance. Airport runways and taxiways must be regularly maintained to minimize the amount of rubber accumulating on the surface. In practice, such maintenance is costly and time-consuming.

[0005] A further safety challenge concerns foreign object debris (FOD) on runway and taxiway surfaces. Objects on the surface, including debris from vehicles, faulty equipment, and sometimes animals such as birds and rodents, can negatively impact aircraft traveling at high speeds. FOD on taxiways and runways can cause many serious problems, including tire bursts, injuries to personnel, and flight path obstructions. For example, if ingested into a jet engine, FOD can cause serious and substantial damage, often leading to fatal engine failure. Foreign object damage is generally mitigated by regular and frequent inspections of the airfield by airport staff. Such inspections are often time-consuming and laborious, as they require cleaning and thorough inspection of large areas of runways and taxiways for FOD, and physically traversing the airfield.

[0006] The deployment of airport staff to monitor runway and taxiway conditions, performing manual measurements and reporting to air traffic control, is uncertain, costly, and time-consuming. The problem is exacerbated when adverse runway and taxiway conditions are discovered, requiring the deployment of maintenance staff with specialized equipment. [Overview of the Initiative] [Problems that the invention aims to solve]

[0007] Therefore, a solution is needed that allows for the efficient monitoring and maintenance of runway and taxiway conditions. [Means for solving the problem]

[0008] According to a first embodiment, an aerofield maintenance device is provided for monitoring the condition of runways and taxiways and remotely reporting the condition of the runways or taxiways, the device comprising: a drive unit operable to provide self-controlled rolling movement of the device on the surface of the runway or taxiway of the aerofield; 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 configured to transfer data derived from the detection unit from the device to a remote server, the device being configured to move across the surface in use and to transfer data representing one or more parameters of the surface to the remote server.

[0009] The device according to the first embodiment can move around on the aerofield surface and collect data on runway and taxiway conditions via a detection unit. The data is transmitted via a communication unit to, for example, a remote server, where it is processed or interpreted and sent to, for example, air traffic control. By having a remote device capable of moving around and collecting aerofield data, pilots and air traffic control can ensure that they have up-to-date information on runway and taxiway conditions. This approach eliminates the need for the cumbersome process of deploying manned vehicles to perform manual measurements and manually communicating runway conditions. The data collected by the device may include or be associated with location information. In particular, each data point collected by the device may be associated with location data representing the geographical location where the data point was collected. The runway data collected by the device may be used to create or update a mapping of information about locations within the runway. Preferably, a pre-created map is stored in the device's memory, and each data point collected by the device may be mapped onto the pre-created map using the location data associated with this data point.

[0010] The drive unit includes appropriate means for providing movement of the device on the airfield surface, and generally the drive unit may include multiple independent drive wheels powered by one or more motors.

[0011] The movement of the device through the operation of the drive unit may be controlled manually. For example, the device may be controlled remotely by a remote control device. The remote control device may be operated by a human or machine with knowledge of the device's surroundings and planned movements. Alternatively, the device may have onboard sensors. The detection unit may include terrain sensors that can be operated to scan and detect the terrain surrounding the device.

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

[0013] Such terrain sensors are used to remotely collect information about the conditions around the device, and this information can be transmitted to a remote server. Furthermore, the sensors enable the device to self-sufficiently detect its environment and move accordingly across the surrounding terrain. For example, the drive unit may be configured to autonomously move the device by using data derived from the terrain sensors to travel across the surface when in use. Having a device that can detect its surroundings and move accordingly makes it possible to provide an efficient airfield maintenance device that can be easily started and move around the airfield and perform its functions without the need for a control device to be attached to the device. The terrain sensor may include a LIDAR module configured to scan and detect the area around the device and output data representing the area around the device.

[0014] The device may be equipped with a radar transceiver module that enables it to communicate with air traffic control and pilots of nearby aircraft. The radar transceiver module may utilize the transceiver of the communication unit. The radar module may be configured to enable the device to autonomously steer itself to detect nearby aircraft and avoid them.

[0015] In some cases, providing means for manual control of the device may be particularly advantageous. The transceiver of the communication unit may be operable to receive instruction information from a remote server. The communication unit may be configured to communicate instruction information to one or more of the drive unit and detection unit when in use. Thus, the drive unit and detection unit are remotely operated from the remote server to provide clear control of the device.

[0016] The device may be advantageous to include one or more measuring instruments for collecting data on runway conditions.

[0017] For example, the one or more sensors of the detection unit may include a friction meter configured to measure and output data representing the friction level of the surface. The onboard friction meter enables the device to measure the runway or taxiway surface and provide pilots and air traffic control with an accurate representation of surface slipperiness for evaluating braking force and equipment controllability on the runway and taxiway surfaces.

[0018] A friction meter may employ some appropriate method for measuring friction, but generally, a friction meter may include a friction measuring wheel that is set to be in contact with the surface of an airport runway or taxiway when in use. The friction measuring wheel is generally deployed while the device is operating and in contact with the road surface, which can generate rotational movement of the wheel. The rotational movement of the friction measuring wheel can be used to calculate the friction level of the surface. The friction level of the surface may be expressed by a friction coefficient μ. One or more of the drive wheels of the drive unit may be used as the friction measuring wheel of the detection unit. Such a setup provides an efficient design with fewer components while ensuring safe aircraft operation on the runway. The friction meter may include an optical module set to measure the runway surface friction. Preferably, the optical module may include an infrared source. The light source may be configured to transmit radiation directed towards the runway surface, reflected back to the device, and detected by sensors or detectors mounted on the device. The light source may be a laser source.

[0019] The one or more sensors of the detection unit may include FOD sensors configured to detect the presence of foreign object debris (FOD) on the surface during use. Equipping the device with FOD sensors makes it possible to provide an efficient method for monitoring the presence of FOD on runways and taxiways. When FOD is detected by the device, data representing the FOD is transmitted to a remote server so that pilots and air traffic control can become aware of the hazard. A remotely operated device with FOD detection capabilities ensures safe operation at the airfield without the need to deploy manned cleaning machines. The FOD sensors may include one or more sensors selected from the group including X-ray sensors, visible light sensors, and metal detection sensors. The FOD sensors may be configured to inspect the surface of runways or taxiways. This can be achieved, for example, by having FOD sensors oriented toward the surface. Surface anomalies can be detected automatically by the device or by an observer examining data from the FOD sensors.

[0020] The device may be configured to measure visibility at an aerofield. Generally, the device may be configured to measure runway visibility (RVR), that is, the distance at which a pilot of an aircraft on the runway centerline can see runway surface markings or lights that define the runway or identify the centerline. The detection unit may include a transmittance meter that can be operated to measure atmospheric attenuation of light and output data representing runway visibility. Alternatively, the detection unit may include a scattermeter that can be operated to measure RVR. In other examples, onboard optical sensors may be used to enable observational measurement of RVR. By equipping the device with means for measuring visibility, it can provide an efficient method for remotely measuring visibility at an aerofield. The transmittance meter may be mounted to the device via a gyroscope or gimbal to stabilize its orientation even while the device is operating.

[0021] The device may include one or more fire detectors. Fires on runways and taxiways pose another major hazard to aerofield safety. The detection unit may include a fire detector having an infrared sensor configured to detect fires by monitoring atmospheric thermal radiation when in use. Alternatively, the fire detector may include a smoke detector, a flame detector, or other means of detecting the presence of a fire at the aerofield.

[0022] When the detection unit detects the presence or absence of an abnormal condition, the device can generally be operated in response to this detection. Preferably, the drive unit is configured to autonomously move the device based on the data derived from the detection unit when in use. The device has the capability to move autonomously around airport runways and taxiways, detect and report potential hazards or abnormal conditions, and (if necessary) move toward the cause of these conditions. This greatly improves the efficiency of runway monitoring and maintenance work.

[0023] The detection unit may include a runway light detector configured to detect the presence of runway lights and confirm the normal function of the lights on the runway. The detection and confirmation of the normal function of the lights may be performed by measuring the light intensity in the area where the runway lights are expected and / or detected. Based on the measured light intensity, for example, by checking whether the light intensity exceeds a threshold value or by comparing it with historical data, the normal function of the runway lights can be confirmed.

[0024] The device may further include a maintenance unit configured to perform maintenance work on the surface of the runway or taxiway of the airport during use. In addition to the ability to detect hazards on the airport runway and taxiway and report them to a remote server, the device itself may have the performance of performing maintenance work.

[0025] The maintenance unit may include a rubber removal module configured to remove rubber from the surface during use. With the rubber removal module, the device can address the problem of rubber accumulation on the runway and taxiway from aircraft landing gear, thereby providing a solution for remote operation.

[0026] The rubber removal module may adopt any suitable approach for removing the accumulated rubber. Generally, the rubber removal module includes a high-pressure water module including a water storage tank and a high-pressure nozzle operable to output a jet of high-pressure water to the surface, a chemical removal module including a chemical storage tank and a chemical applicator operable to apply removal chemicals to the surface, an impactor configured to spray high-speed abrasive particles onto the surface during use, and a mechanical remover including a cutter configured to plane a layer from the surface during use, and may include one or more of them.

[0027] The rubber removal module can be manually operated, but the removal module can be set to operate also when the device detects the presence of rubber on the runway or taxiway. Generally, the rubber removal module can be set to remove rubber from the surface according to the surface friction level measured by the detection unit.

[0028] When the rubber is removed from the surface, the rubber can be swept to one side by the device or collected for temporary storage within the device. Therefore, the maintenance unit may include a cleaning machine. The cleaning machine may include brushes or other means for effectively cleaning debris on or 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 device housing. The maintenance unit may further include a high-power suction module operable to provide a suction force for collecting debris from the surface to the storage tank. The storage tank can be used to store debris collected by the device. One or more of the surrounding walls of the storage tank may include an inspection window. The inspection window may include a transparent or translucent window that allows the contents of the tank to be inspected from the outside. The storage tank may include a sensor configured to detect and notify when the tank is full.

[0029] Similar to the removal of rubber from the surface, debris can be collected manually or autonomously by the device. Preferably, the maintenance unit may be configured to perform the removal of rubber or the collection of debris from the surface according to data derived from the FOD sensor of the detection unit. The maintenance unit may include a debris collection module operable to collect debris from the runway or guideway surface. The debris collection module may utilize the 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 situations, bolts or other mechanical components may detach from an aircraft or other equipment and become FOD on the runway. When the device 1 crosses the runway and discovers such a detached component, the magnet is operated to collect the bolt or component as the device moves over it. Alternatively, since the magnet is a permanent magnet or a persistent electromagnet, metal FOD can be collected even when undetected as the device 1 moves over.

[0030] The maintenance unit may further include a wildlife repellent device configured to eliminate wildlife near the surface when in use. The repellent device may include one or more of the following: a laser source operable to emit laser light, a speaker operable to emit high-frequency sound, and a spray nozzle operable to output a spray of wildlife repellent chemical. As mentioned above, another major issue in aerofield safety is interference with aviation operations by wildlife such as birds on runways and taxiways. By providing a means of driving away wildlife, the device can reduce the risk of interference with aviation operations by birds, etc., on jet engines—known as bird strikes. By installing this equipment on a mobile device, the repellent means can move towards the wildlife, resulting in a better spraying effect compared to a stationary repellent. The laser unit installed on the device may be mounted on the device via a gyroscope or gimbal so that it can output a laser beam with stable orientation even while the device is in operation, whether the terrain is uneven or smooth.

[0031] The laser source of the maintenance unit can also function as the laser source of a transmittance meter that can be operated to measure the atmospheric attenuation of light and output data representing runway visibility.

[0032] The maintenance unit may further include a fire extinguisher comprising a fire extinguishing agent tank and a fire extinguisher nozzle that can be operated to controllly release the fire extinguishing agent from the fire extinguishing agent tank. The fire extinguisher may be configured to activate the release of the fire extinguishing agent from the fire extinguishing agent tank according to data derived from the infrared sensor of the detection unit. Such configuration enables the device to autonomously detect a fire, approach the fire, and extinguish the fire by releasing the fire extinguishing agent from the fire extinguishing agent tank.

[0033] The device may be powered by some suitable means, but generally the device includes a power unit having a rechargeable power source. The rechargeable power source may be charged by cable connection, inductive charging, or some other suitable means. Preferably, the device may include a solar panel module that is configured to acquire solar energy and charge the power source when in use.

[0034] A second embodiment provides a system for monitoring and maintaining runway and taxiway conditions, comprising the apparatus according to the first embodiment and a remote server configured to transfer data to or from the apparatus's communication module via a wired or wireless connection during use.

[0035] Furthermore, the system further includes a docking station, which is configured to receive the device within its casing when in use. The docking station may be located on the surface of an airport runway or taxiway. Generally, the docking station may be located adjacent to an airport runway or taxiway. The docking station acts as a "base" for the device, providing a safe shelter for when the device is withdrawn and stored.

[0036] Generally, the docking station may be operable to supply power to the device. The device may be configured to automatically return to the docking station when its operation is complete. The device may also be configured to automatically return to the docking station when its power charge is low.

[0037] A third aspect provides a method for monitoring airport runway and taxiway conditions, comprising the steps of deploying the device according to the first aspect on a runway or taxiway, collecting runway condition data through a detection unit of the device, and transferring the data derived from the detection unit to a remote server, where the data can be processed and displayed.

[0038] The step of deploying the device may include remotely controlling the device by sending instructions from the remote server to the device's communication unit. The step of deploying the device may also include the device autonomously moving across the surface. [Effects of the Invention]

[0039] Aspects of the present invention enable efficient monitoring and maintenance of airport runways and taxiways by utilizing autonomous or remote control devices having detection, communication, and maintenance capabilities. [Brief explanation of the drawing]

[0040] An example of airport maintenance equipment will be described below, with reference to the attached drawings. [Figure 1] A schematic diagram of an airport maintenance device is shown. [Figure 2] A schematic diagram illustrates an example of airport maintenance equipment used on an airport runway. [Figure 3] A schematic diagram illustrates an example of airport maintenance equipment used on an airport runway. [Figure 4] A schematic diagram illustrates an example of airport maintenance equipment used on an airport runway. [Figure 5] A schematic diagram illustrates an example of airport maintenance equipment used on an airport runway. [Figure 6] A schematic diagram illustrates an example of airport maintenance equipment used on an airport runway. [Modes for carrying out the invention]

[0041] The following examples illustrate typical operational examples of equipment with runway and taxiway monitoring and maintenance capabilities.

[0042] An example of airport maintenance equipment 1 is schematically illustrated in Figure 1. Equipment 1 includes a drive unit 10, a detection unit 20, a communication unit 30, and a maintenance unit 40.

[0043] The drive unit 10 comprises the components necessary for the operation of the device 1. In this example, the drive unit 10 comprises a plurality of independent wheels 11 connected to one or more motors 12. The wheels are generally located on the underside of the device 1 and make contact with the surface of the airport runway or taxiway (hereinafter simply referred to as the "surface" or "road surface").

[0044] The wheels 11 and drive motor 12 are configured to provide the full range of motion of the device 1 on the plane of the road surface. By "full range of motion," we intend to mean that the device 1 rotates on the plane of the road surface through the use of independently powered and steerable wheels 11, and is capable of any orientation in a 360-degree rotation.

[0045] In some examples, the drive unit 10 may also include a drive processor 13 configured to output signals to the motor 12 and the wheels 11. In some examples, the drive processor 13 is connected to a communication unit 30 to receive and transmit drive data such as route information and location information. The drive unit 10 may also include stabilization mechanisms such as a variable suspension to provide stability to other components mounted on the device 1 while the device 1 is in operation.

[0046] The drive unit 10 is manually operated from a remote server (not shown in Figure 1) to provide manual remote control of the position and movement of device 1. Alternatively, the drive unit 10 may be configured to operate autonomously. When operating autonomously, the operation of device 1 by the drive unit 10 depends on the detected surrounding terrain. For this reason, the processor 13 of the drive unit 10 is typically connected to the detection unit 20.

[0047] The detection unit 20 comprises one or more sensors configured to detect one or more parameters of the road surface. In one embodiment, the detection unit 20 comprises a terrain sensor 21 that can be operated to scan and detect the terrain around the device 1. In this example, the terrain sensor 21 comprises a Lidar module having a laser source configured to output a rotating laser beam. When in use, the laser source emits a laser beam that is reflected by the surrounding terrain and obstacles and returns to the device 1. The Lidar module measures the time it takes to receive the reflected beam and calculates the distance to the nearest object or terrain in this direction. By performing such calculations over all azimuth angles, the Lidar module can output a 2D or 3D representation of its surroundings. Thus the device can safely navigate within an airfield by detecting and avoiding obstacles. The data created by the Lidar module is processed on the device 1 or by a remote server to construct a real-time map of the surroundings. The data may also be used to update and maintain existing maps. The maps created and / or maintained by the device may include the surrounding terrain and any obstacles or vehicles detected on this terrain. As will be explained later, the map may be updated to include information collected by other components mounted on the device, such as an FOD detector or a friction meter. Device 1 can also collect information about the surroundings away from the road surface, meaning that Device 1 can create a map of the airspace near Device 1. Information from the Lidar module may be sent from the detection unit 20 to other units, such as the drive unit 10 or the communication unit 30.

[0048] In some examples, the detection unit 20 includes a visible light camera that incorporates an optical sensor configured to capture still or moving images of the surroundings. Therefore, the visible light camera provides visibility around the device 1. The camera may be configured, for example, to detect the surrounding terrain, and data from the camera may be transmitted to a drive unit 10 that can guide and move the device 1 in a direction corresponding to the detected terrain. Furthermore, as described below, images from the camera may be sent to a communication unit 30 and transmitted to a remote server. The camera may utilize a visible light sensor, an infrared sensor, or other, or a combination thereof.

[0049] One advantageous use of the camera mounted on device 1 is to detect the presence and proper functioning of runway lights. Lighting malfunctions can be detected as a general (or periodic) absence of lighting, or a decrease (or lack thereof) in the intensity of illumination from runway lights. Device 1 can move around the runway or be guided to a specific area of ​​the airport where the camera can detect the presence (or expected presence) of runway lights. The camera is then used to confirm the proper functioning of the runway lights, and if a lighting malfunction is detected, this can be reported. In one example of device 1, the locations of detected lighting malfunctions are recorded and mapped to track the exact locations of these malfunctions. Device 1 can then alert air traffic control about the presence of the malfunction (including the exact location of the lighting malfunction) via, for example, a communication unit 30, so that the lights can be properly repaired. Since the lighting mapping is maintained within device 1, the device periodically returns to the location of recorded lighting malfunctions to verify whether the lighting has been repaired and the effectiveness of the repair (for example, by measuring the intensity of the lighting before and after the repair). Data may be used by the processor on device 1, or remotely, to identify changes by comparing them with historical data. Thus, the runway can be tracked over time for normal function using a relatively simple system. The example above describes the use of a visible light camera, but the same principle can be applied using other light detection means, such as an infrared camera.

[0050] Another advantageous application of the camera (or a similar detection component of the detection unit 20) is for the device 1 to scan the runway surface for surface cracks. As the device 1 travels along the runway, the camera may be used to monitor the runway surface for irregularities. If cracks are detected on the runway surface, the detection unit 20 can send a signal to the onboard processor or a remote server to warn that a surface defect has been detected. The device 1 can map the exact location of the defect by recording data points in the location information.

[0051] As mentioned above, any detection device may be used to create a runway surface map, but in a preferred embodiment, a thermal imaging sensor may be used to create a map of the heat of the runway surface. Similarly, a distance sensor may be used to determine the distance between this surface and a fixed point on the vehicle, representing anomalies on the runway surface.

[0052] When a specific location on the runway surface is known to have a defect (e.g., structural weakness, crack, or other irregularity), device 1 may be programmed to periodically move to this location, take a photograph with a camera, and record the obtained visual information. Device 1 can return to the same location, take a record photograph, and observe the progression of the defect over time. Similarly, in the identified defect area, the runway surface map identified above may be updated periodically or more frequently. In this way, for example, device 1 (or the person controlling device 1) can observe the progression of the defect over time and monitor the appearance of potential hazards. By mapping defects over time, it is possible to have a real-time map of all potential defects or hazards on the runway surface. The map created from data derived from measurements by device 1 can be used to highlight differences or changes in conditions compared to the previous map. These changes can be alerted to the user or a remote server via the communication unit 30. In addition to runway surface defects, other runway characteristics—for example, runway friction, which can be measured by device 1 as described below—can also be mapped.

[0053] The detection unit 20 further includes an FOD sensor 22. The FOD sensor 22 is configured to detect the presence of FOD on the road surface when in use. In this example, the FOD sensor 22 includes an X-ray camera. The X-ray camera includes an X-ray sensor configured to capture still or moving images of the surroundings using X-ray radiation.

[0054] In addition to various optical and radiation detectors, the detection unit 20 also includes measuring instruments to perform physical measurements of various runway parameters. In this example, the detection unit 20 includes a friction meter 23. The friction meter 23 includes a wheel 23a that is set to be in contact with the road surface when in use. The friction meter 23 measures the response of the wheel 23a to directly measure and calculate the friction level. Generally, the friction meter 23 outputs the coefficient of friction (μ) measured between the road surface and the wheel. In some examples, the wheel used in the friction meter 23 is the same as one or more wheels 11 of the drive unit 10. In other examples, the friction meter 23 includes other means for measuring surface friction, in some cases using non-contact temperature measurement techniques. In an example using simple roughness measurement, a pair of lasers and sensors is set to measure surface roughness, for example (via distance-time measurement of reflected light rays), and the roughness can be used to derive the surface roughness. In other examples, more complex techniques may be employed to perform non-contact measurement of runway surface friction. For example, the friction meter 23 may include an infrared sensor configured to measure surface friction. This can be achieved, for example, by using the fact that most of the energy loss due to friction is released as thermal energy. Therefore, the infrared sensor may be used to measure the thermal energy loss from the surface and derive a surface friction level, for example, using a calibration model. The infrared sensor may include an infrared laser fixed to the device 1 via a gimbal so that the laser can be used without alignment loss when the device 1 is in operation. When in use, the laser can be a source of infrared (or other) radiation that is reflected back to the device. The infrared sensor can create infrared sensor data by measuring parameters (e.g., intensity) related to the reflected radiation. The data from the infrared sensor is supplied to an onboard processor or sent to a remote server, where the data may be processed to derive a surface friction level. In some examples, the device 1 may include a number of techniques for measuring runway surface friction—for example, both measuring wheels 23a and an infrared laser source. The device 1 may simultaneously record measurements from both the wheels 23a and the laser.

[0055] For example, when a dangerous (low) level of friction is detected on the runway due to the presence of ice or frost on the runway surface, chemicals are typically applied to the runway surface to mitigate or compensate for the lack of traction on the runway surface. In the case of ice on the runway, de-icing agents are typically applied by a runway chemical application vehicle. An existing problem with this technology is that it is not always possible to know whether a sufficient or excessive level of chemicals has been applied to adequately address the hazard. In one example of a system, the detection unit includes one or more chemical tracers for monitoring the amount of chemicals applied to the runway surface. Generally, the chemical tracers include infrared cameras (or utilize infrared cameras in other components of the system). The data derived from the chemical tracers, along with data derived from other components of the detection unit, such as a friction meter 23, may be processed by an onboard processor (or 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 may be compared with pre-recorded historical data that indicates the predicted friction level for a given amount of chemicals applied. If the amount of chemical applied is deemed insufficient (i.e., the runway is still excessively slippery after the chemical is applied), the device can issue an alarm via a notification unit to warn, for example, air traffic control. Device 1 may be programmed to follow an airport runway chemical application vehicle so that measurements are taken with a chemical tracer immediately after application by the application vehicle. In some examples, device 1 itself may be configured to apply the chemical to the runway through a maintenance unit 40.

[0056] In addition to the above-mentioned functionality for friction measurement, or as an alternative, the infrared sensor mounted on the device may be configured to detect ambient heat levels, for example, to detect fires at an airport. For example, a set threshold temperature may be stored in the onboard processor (or a remote server). If the data collected by the infrared sensor exceeds the set threshold temperature, device 1 can generate a warning indicating a potential fire. In some examples, when device 1 detects a potential fire, device 1 takes action—for example, the drive unit 10 moves to the fire, and the fire is extinguished by the fire suppression functionality mounted on the maintenance unit 40 (described later).

[0057] In addition to the above functionality, the detection unit 20 may also include the functionality to detect chemical parameters on the runway. For example, contact and / or non-contact techniques may be employed to perform chemical analysis of the runway surface. The detection unit 20 can scan the runway surface using non-invasive techniques, such as an onboard camera, and provide data on the level of a certain chemical on the surface. The data generated may relate to the levels of complex compounds or simple structures such as water. The data generated by the chemical analysis module of the detection unit 20 is sent to the onboard processor (or remote server), and the device 1 operates according to the processed chemical analysis data. For example, in response to low levels of additives or chemicals detected on a portion of the runway surface, the device 1 can apply a new layer of the required additive / chemical to that portion of the runway surface.

[0058] Data from the detection unit 20 may be used to map the runway on which the device 1 is deployed. For example, the terrain sensor 21 may be used to scan around the device 1 to create a map (alternatively, a pre-created map may be provided to the device 1), and the FOD sensor 22 may be used to scan around the device 1 to map the locations of any debris or obstacles onto a pre-created (or stored) map. The mapping may be performed by the onboard processor, or alternatively, data collected by the device 1 may be sent to a remote server for remote mapping of the device 1. The scans described above may be performed in place, or alternatively, the device 1 may be programmed or instructed to perform periodic or planned scans of local perimeters by going to specific locations on the runway (or simply "moving around" or "patrolling" the entire effective area of ​​the runway).

[0059] In a particularly advantageous example, at least a portion of the detection unit 20 is provided as a module that is detachably mounted on the surface of the device 1. The module may be mounted, for example, on a sliding rail provided on the surface of the device 1. The module may also be provided as a bar on which all or some of the components of the detection unit may be arranged. The bar may be mounted on the device 1 so as to extend from the edge of the device 1—generally the leading edge. The sensors on the bar may be set to face downward toward the runway surface and to have a 360-degree line of sight around the device 1.

[0060] In one example of the device, two or more detection units 20 may be installed in the device 1. For example, one detection unit 20 may be located at the front end of the device—to check the runway conditions in front of the device 1—and a second detection unit 20 may be located at the rear end of the device. The detection unit 20 at the rear end of the device can provide a means for checking the runway conditions later. For example, the second detection unit 20 may be configured to check how the device 1 and its functions changed the runway conditions as the device passes over a detected malfunction.

[0061] The detection unit is connected to the communication unit 30 and the drive unit 10 so that data from one or more sensors within the detection unit 20 is sent to the communication unit 30 or the drive unit 10.

[0062] The communication unit 30 is configured to handle the exchange of information to and from the device 1. The communication unit 30 includes a transceiver 31 configured to communicate with a remote server. The transceiver 31 is typically configured to transfer data derived from the detection unit 20 from the device 1 to the remote server. The transceiver 31 is also configured to receive information such as movement instructions for the operation of the drive unit 10, data collection instructions for the operation of the detection unit 20, and maintenance information for the operation of the maintenance unit 40. The data from the remote server received by the transceiver 31 is typically sent to one of the drive 10, detection 20, or maintenance 40 units for a specific operation. Typically, the device includes a memory unit 50 configured to enable temporary or permanent storage of data collected by the device 1 itself or data communicated to the device by the remote server.

[0063] The data measured by the measurement unit 20 is continuously recorded in the memory unit 50, and each new measurement performed by the measurement unit 20 can be compared with historical data. Based on the comparison results, the device may perform one of several actions, such as issuing an alarm, changing the detection frequency, or changing the device's movement plan on the runway. For example, when friction is measured at a specific location on the runway, the measured friction level may be compared with the previous friction measurement performed at the same location. In another example, when evaluating the quality of the runway surface (e.g., checking for cracks or defects on the surface), each time a measurement or photograph is taken of the runway quality at a given location, the measurement or photograph may be compared with the previous measurement or photograph at the same location. If the comparison indicates the progression of cracks or defects on the runway surface, the device may send a warning to air traffic control via the communication unit 30. Historical comparisons may be performed with respect to data stored in the memory unit 50 mounted on the device 1, or alternatively, comparisons may be performed with respect to data stored on a remote server.

[0064] The transceiver 31 can be configured to perform long-range or short-range communication between device 1 and a remote server. For example, the transceiver 31 can be configured to perform long-range wireless communication. In another example, the transceiver 31 can be configured to perform short-range communication using local area technology such as Wi-Fi or Bluetooth®.

[0065] In this example, the communication unit 30 further includes a radar module 32 configured to enable radar communication between the device 1 and an external radar operator, such as an air traffic control tower. Generally, the radar module 32 includes a radio frequency transmitter and receiver. The radar module 32 enables the device to communicate with external equipment or objects via radio waves. This is particularly useful at airports, where radar transmission is often the primary mode of communication between mobile vehicles and air traffic control. Although the example shows the radar module 32 as a separate module from the transceiver 31, in some examples the transceiver 31 itself may be configured to perform radar communication.

[0066] In some examples, the communication unit 30 includes a screen that allows nearby users to view the information provided by the device 1.

[0067] The maintenance unit 40 is generally configured to allow the device 1 to perform various maintenance tasks, either by receiving parameters observed by the detection unit 20 or by receiving instructions from the communication unit 30.

[0068] In this example, the maintenance unit 40 includes a rubber removal module 41 that is configured to remove rubber from the road surface area proximal to the device 1 when in use. Needless to say, in this context, "proximal" means the road surface below or near the underside of the device 1.

[0069] The removal of rubber from the airfield surface can be carried out by one or more of several methods, namely high-pressure hydrocleaning, chemical removal, high-speed impact removal, or mechanical removal. Apparatus 1 in this example is equipped with means for removing rubber by employing one of the above approaches.

[0070] In this example, the rubber removal module 41 includes a high-pressure water module 41a. The water module 41a includes a water storage tank and a high-pressure nozzle that acts as a jet applicator configured to generate a jet of high-pressure or ultra-high-pressure water. When in use, high-pressure (and generally hot) water is sprayed onto the road surface by the nozzle of the water module 41a, applying considerable force to the rubber layer on the road surface. Typically, the water module 41a generates a water jet with a pressure between 15,000 kPa and 300,000 kPa. The rubber layer is removed by the large impact force from the high-pressure water, which accelerates its delamination from the surface. Once delaminated from the road surface, the rubber can be cleaned or recovered by the device 1. Recovery of the delaminated rubber can be facilitated by a high-power suction module 42. The recovered rubber pieces can be temporarily stored in the storage tank 43 until the device 1 moves to a location where the stored rubber is discharged from the storage tank 43 and the removed rubber is disposed of.

[0071] The rubber removal module 41 further includes a chemical removal module 41b. The chemical removal module includes a chemical storage tank and a chemical applicator that is operable to apply the removal chemical to the road surface. When in use, the chemical storage tank supplies the removal chemical to the chemical applicator, which then applies the chemical to the rubber accumulated on the road surface. Once applied, the removal chemical reacts with the rubber accumulated on the airfield surface and breaks it down. The rubber peels off and is either washed away with low-pressure water or collected in tank 43 by suction module 42.

[0072] The rubber removal module 41 further includes an impactor 41c. The impactor 41c is configured to spray abrasive particles at high speed onto the nearby road surface. When in use, the abrasive particles sprayed by the impactor 41c collide with the rubber on the nearby road surface. The high-speed impact of the abrasive onto the rubber causes the rubber to detach from the road surface, and the rubber can then be cleaned or recovered as described above.

[0073] The rubber removal module 41 further includes a mechanical remover 41d. The mechanical remover 41d includes a cutter that is set to flatten the upper layer of the proximal road surface when in use. The cutter of the mechanical remover 41d is typically set to remove a layer from the proximal road surface that is approximately 3 mm to 5 mm thick. By completely removing the road surface layer, the accumulated rubber can be forcibly removed from the airfield. The road surface layer flattened by the cutter can be cleaned or recovered as described above.

[0074] Any one or a combination of the 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.

[0075] The maintenance unit 40 may also include components that provide the functionality of the apparatus 1 to acquire physical or chemical samples for analysis. For example, a rubber removal module 41 may be configured by the apparatus 1 to extract a certain amount of rubber from the runway surface and perform a chemical analysis of the rubber. This analysis may be performed on the apparatus 1, or alternatively, the sample may be stored on the apparatus, transported to a laboratory, and analyzed later.

[0076] The maintenance unit 40 also applies chemicals to the runway surface to assist analysis by the detection unit 20. For example, the chemical storage tank of the maintenance unit 40 may contain an inspection fluid containing an indicator. The inspection fluid may be sprayed by the device 1 onto a portion of the runway to be inspected. The fluid flows into cracks present on the runway surface and becomes visible under certain conditions. The detection unit 20 can then scan this portion by visualizing the area to be inspected on the runway surface, for example, under infrared conditions. The indicator may be configured to emit light or provide illumination when visible under infrared conditions, for example. In some cases, the indicator may contain magnetic particles. By using an infrared sensor (or camera), it is possible to identify areas where the inspection fluid is concentrated, and thus the device can detect where cracks are located on the runway surface.

[0077] In addition to the drive unit 10, detection unit 20, communication unit 30, and maintenance unit 40, the device includes a power unit 60. The power unit 60 includes a rechargeable power supply 61 connected to a charging port 62. In this example, the rechargeable power supply 61 is connected to an array of solar panels 63 so that the power supply is charged by acquiring solar energy through the solar panels 63. In other examples, other means of regenerating energy (such as a kinetic energy acquisition device: "dynamo") are connected to the power supply 61 to provide onboard charging capabilities.

[0078] In particular, when the device 1 is not in operational configuration, it is typically housed in a docking station 2 located on or adjacent to an airport runway or taxiway. The docking station 2 is typically configured to receive the device 1 within its casing, serving as a shelter to protect the device 1 from weather conditions and falling debris. The docking station 2 also serves as a charging port, providing power to the device 1's power unit 60. Furthermore, the docking station 2 may also include a docking station communication unit that can be operated to provide wired or wireless means for transferring data to and from the device 1. The docking station communication unit is configured to transfer data from the device 1 to a remote server, which may be located within or further away from the docking station.

[0079] Device 1 is programmed to return to or "home in" to docking station 2 after use. In other words, Device 1 knows the location of docking station 2 and autonomously returns to docking station 2 after operation. In cases where a single airfield encompasses multiple docking stations 2, Device 1 is generally programmed to return to the nearest docking station 2 or the assigned docking station 2.

[0080] Each unit in this specification may include a processor adapted to execute instructions stored in memory appropriately programmed to perform the described functionality. Similarly, each unit may be in communication with a control unit that can be operated to direct or control the operation of the unit. The functionality of each unit may be interchangeable or modular. Each unit may be configured to be assembled modularly, whole or in part, with other units or the device itself. For example, a detection unit may include a portion having a connecting member. The connecting member may have a shape complementary to a connecting member on the surface of the device to which it can be fitted. This type of common connection requires one or more rails provided on the surface of the device. One or more protrusions of the detection unit 20 may be connecting members that allow the detection unit 20 to be slotted into rails provided on the device, such as a horseshoe-shaped connection for a camera flash.

[0081] The methods and processes described herein may be embodied as code (e.g., software code) and / or data. Such code and data may be stored in one or more computer-readable media, which may include devices or media capable of storing code and / or data for use by a computer system. When a computer system reads and executes code and / or data stored in a computer-readable media, the computer system implements the methods and processes embodied as data structures and code stored in the computer-readable storage medium. In some embodiments, one or more steps of the methods and processes described herein may be performed by a processor (e.g., a processor in a computer system or data storage system). It should be apparent to those skilled in the art that computer-readable media may include removable and non-removable structures / devices that can be used to store information, such as computer-readable instructions, data structures, program modules, and other data used by a computing system / environment. Computer-readable media include, but are not limited to, volatile memory such as random access memory (RAM, DRAM, SRAM), flash memory, various read-only memories (ROM, PROM, EPROM, EEPROM), magnetic and ferromagnetic / ferroelectric memory (MRAM, FeRAM), non-volatile memory such as magnetic and optical storage devices (hard drives, magnetic tapes, CDs, DVDs), network devices, and other media currently known or planned for future development that can store computer-readable information / data. Computer-readable media should not be understood or interpreted as containing any propagating signals.

[0082] One possible use of the processor in the device is for scanning and mapping functionality. As described above, various components of device 1—particularly the detection unit 20—can be used to collect data and create maps of runway hazards and characteristics.

[0083] The general operation of the equipment example at the airport will now be described with reference to Figures 2 to 6, which show examples of the functionality provided by Equipment 1.

[0084] Device 1 is typically stored in a non-operational configuration on an airport runway or taxiway, or at an adjacent docking station 2. Device 1 can be manually started from a remote server. Alternatively, Device 1 can be started according to a predetermined schedule.

[0085] Upon startup, device 1 leaves docking station 2 and moves forward onto the airport runway or taxiway. As described above, the movement of device 1 can be remotely controlled or performed autonomously. In this example, device 1 performs autonomous movement by activating its detection unit 20 and drive unit 10.

[0086] The terrain sensor 21 of the detection unit 20 detects the surrounding terrain and calculates the range of movement. The drive unit 10 then operates one or more motors 12 and wheels 11 to move the device 1 from the docking unit 2. Figure 2 illustrates the device 1 being deployed from the docking unit 2, which is positioned immediately adjacent to the runway of an airport.

[0087] On the runway, the FOD sensor 22 mounted on the device 1 surveys the runway surface for FOD. The FOD sensor 22 is configured to scan the runway surface and detect debris and rubber deposits from aircraft landing gear. When debris is detected on the runway, the device 1 moves to the debris by activating the drive unit 10, collects the debris, and sweeps it to one side. The device 1 is equipped with means for collecting FOD. In this example, a magnet can be activated to collect the debris into the storage tank 43.

[0088] For example, assuming that rubber deposits from landing aircraft are found on the airport runway, device 1 is guided to the runway by air traffic control to clean the runway and monitor the friction level. As device 1 crosses the runway, the FOD sensor 22 surveys the runway surface for rubber deposits and debris. The friction meter 23 takes measurements to investigate the friction level of the runway surface. If the detection unit 20 determines that there is an excessive amount of rubber deposit on the runway (for example, by comparing the measured values ​​to a threshold set), device 1 reports this information to a remote server via the communication unit 30, and the remote server can then alert air traffic control. Device 1 then activates the drive unit 10 to advance device 1 into the area of ​​rubber deposit and begins maintenance to remove the rubber from the surface.

[0089] As the device 1 approaches a rubber deposit area on the runway, the rubber removal module 41 engages with the runway surface, as shown in Figure 3. The rubber removal module 41 operates to remove rubber from the runway surface using one of the approaches described above. As can be seen in Figure 3, a friction meter 23 is simultaneously deployed so that the device 1 can monitor the results of the operation of the rubber removal module 41. The friction measuring wheel 23a of the friction meter 23 is set to contact the road surface near the device 1 to generate a measurement of the surface friction level. As the rubber removal module 41 operates to reduce or remove the rubber accumulated on the runway, the drive unit 10 advances the device 1 to areas with heavy deposits. The rubber removed from the surface is cleaned by the device or collected in a storage tank by the onboard high-power suction module 42. In the process, as shown in Figure 4, the device 1 removes a significant proportion of the rubber deposits from the runway surface, effectively "sweeping" the rubber from the runway surface. Device 1 continues to traverse the runway, detecting debris and rubber deposits, removing the rubber, and collecting the detached rubber.

[0090] As described above, wild animals such as birds and deer often intrude onto runways and taxiways, posing a safety hazard and causing undesirable delays. Through the detection unit 20, the device 1 monitors runways and taxiways for wild animal intrusion. This can be achieved by scanning taxiways and runways for potential objects using an FOD sensor 22 or, for example, a visible light camera. Data from the FOD sensor or camera is analyzed by the device itself through an onboard processor and transmitted to a remote server via the communication unit 30, where the data can be analyzed, for example, by traffic control.

[0091] When the detection unit 20 detects the presence of wild animals on the runway, the device 1 deploys wildlife removal means to remove the wild animals from the runway. Based on data from the detection unit 20, the device 1 may be configured to be driven by the drive unit 10 to some birds (or one or more selected birds). For example, the camera of the detection unit 20 may detect the presence of multiple birds. One or more birds may be selected as having high priority (by a decision algorithm installed in the device 1 or by a remote server via the communication unit 30), so the device 1 approaches the selected birds first. Figure 5 illustrates the device 1 with a laser beam directed at birds on the runway using its onboard laser source. Lasers have been shown to be effective in reducing the risk of flight problems caused by wild animals, such as bird strikes, by startling birds and making them leave the runway surface. A laser hood is fitted to the device 1 to prevent the laser beam from being inadvertently directed at the cockpit of an aircraft. To stabilize the output beam and / or the corresponding imaging device, the laser may be equipped with a gyroscope device or mounted to device 1 via a gimbal. This approach allows the laser to be used while the device is operating on a runway, so that the laser device can generate a stable, coherent beam even when device 1 is operating on uneven or non-uniform terrain.

[0092] For example, suppose device 1 detects that a fire has broken out on an aircraft's landing gear, or that the aircraft's landing gear is abnormally hot. Such a situation could occur, for example, due to a landing malfunction. The device monitors for such occurrences, and upon detection, automatically dispatches itself to the source of the fire or heat. Alternatively, device 1 could be remotely guided to the source of the fire or remotely operated to deploy fire suppressants, thus reducing the risk to airport personnel and dramatically improving fire response time. As illustrated in Figure 6, the device can be guided to the vicinity of the fire hazard without risking human life. In a favorable scenario, the fire could be reported by the aircraft, allowing for automatic preparation or deployment of the device to the hazardous location, eliminating the potential danger. [Explanation of Symbols]

[0093] 2 docking stations 10 Drive Unit 11 wheels 12 motors 13 processors 20 detection units 21 Terrain Sensor 22 FOD sensors 23 Friction meter 23a Friction measurement wheel 30 Communication Units 31 Transmitter / Receiver 40 Maintenance Units 41 Rubber Removal Module 41a High-pressure water module 41b Chemical removal module 41c Impactor 41d mechanical remover 42 Suction Module 43 Storage Tanks 60 Power Unit 62 charging ports 63 Solar Panels

Claims

1. An airfield maintenance device for monitoring the condition of runways and taxiways and remotely reporting the condition of said runways or taxiways, A drive unit operable to provide remotely controlled rolling movement of the device on 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, A communication unit comprising a transceiver configured to transfer data derived from the detection unit from the device to a remote server, The apparatus includes, The surface is configured to move during use and transfer data representing one or more parameters of the surface to the remote server. The one or more parameters described above encompass cracks in the surface surrounding the device, and the detection unit further comprises a camera capable of scanning the surface of the cracks. The detection unit is configured such that each time a crack is detected by the camera, location data is recorded, associating the location of each crack with the location of the device. The onboard processor is configured to receive data from the camera and map each crack onto the runway map. The device is configured to periodically move to the location of each crack, use the camera to acquire a photograph of the surface at the location of each crack, and record updated visual data of the crack. The above device includes the above-mentioned onboard processor, and the above-mentioned onboard processor is Compare the current state of the crack with the previous state of the crack, Based on the above comparison, it is determined whether the current state of the crack has progressed compared to the previous state of the crack. An airfield maintenance device configured to transmit a signal via the communication unit that warns of the progression of the crack.

2. The apparatus according to claim 1, wherein, upon detection of a crack on the surface, the detection unit is configured to transmit a signal warning that a crack has been detected on the surface.

3. The apparatus according to claim 2, wherein the signal is transmitted to an onboard processor or a remote server.

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

5. The apparatus according to any one of claims 1 to 4, wherein the camera of the detection unit is further operable to detect the presence of runway lights and to confirm the normal functioning of the lights on the runway.

6. The apparatus according to any one of claims 1 to 5, wherein the surface of the apparatus is provided with one or more interface components for attaching components to the apparatus, at least a portion of the detection unit is detachably attached to the apparatus via the one or more interface components, and the one or more interface components include one or more rails on which components can be attached to the apparatus by sliding motion.

7. The apparatus further includes a maintenance unit configured to perform maintenance work on the surface during use, The camera is also operable to detect the presence of wild animals on the runway or taxiway. The maintenance unit includes a wildlife exterminator that, upon detection by the camera of the presence of wildlife on the runway or taxiway, is configured to exterminate wildlife near the surface when in use, and the wildlife exterminator is configured A laser source that can be operated to emit laser light, A speaker capable of emitting high-frequency sound, A spray nozzle that can be operated to dispense a spray of wildlife repellent chemicals, The apparatus according to any one of claims 1 to 6, comprising one or more of the above.

8. The device according to any one of claims 1 to 7, wherein the drive unit is remotely controlled by a human user or a machine.

9. A system for monitoring and maintaining the condition of runways and taxiways, The apparatus according to any one of claims 1 to 8, A system comprising a remote server configured to transfer data to or from the communication module of the device via a wired or wireless connection during use.

10. The docking station is further included, and the docking station is configured to receive the device within the housing when in use. The system according to claim 9, wherein the docking station is operable to supply power to the device.

11. A method for monitoring the condition of airport runways and taxiways, The steps of deploying the device according to any one of claims 1 to 8 on a runway or taxiway, The steps include: collecting runway condition data through the detection unit of the device; A step of comparing data relating to the location of the surface derived from the detection unit with historical data relating to the location of the surface, A method comprising the step of determining whether a defect has progressed on the aforementioned surface.

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