Patent Application
20240190585
The field of the invention is airport runway cleaning and, in particular, an airport runway cleaner using a GPS directed ultra-high pressure water cleaner capable to limit overlap cleaning of 25 mm or less.
Maintaining an airport runway in optimum condition is a critical safety issue. Removing rubber from airfield runways has long been a challenge for airfield maintenance managers around the world. Rubber builds up from the rapid deceleration of landing aircraft which can coat the surfaces of grooved runways. Grooved runways are used to eliminate airplane hydroplaning. The buildup of rubber causes the runway to become slippery under wet conditions directly affecting the safety of landing airplanes and their passengers. The National Transportation Safety Board ruled the 2019 crash involving a Boeing 737 passenger jet was due to hydroplaning which caused the airplane to overrun the runway. Friction measuring devices are used to perpetually monitor the friction within the landing zones and remedial action is taken in accordance with the findings.
The removal of rubber from the runway surface is traditionally performed by chemical cleaning or high pressure water cleaning. Chemical cleaning requires the use of harsh, costly, and environmentally unfriendly chemicals that essentially melt the rubber from the runway surface before being washing away at low pressure. Busy airports are designed to run 24/7 sometimes leaving only minutes between plane landings for maintenance purposes. The chemical cleaning does not allow for rapid exit from the runway and requires tens of thousands of gallons of water and many pieces of equipment to agitate, flush and collect the caustic chemicals.
The Applicant is a pioneer company regarding the removal of rubber from runways using vehicle mounted ultra-high pressure water with vacuum recovery. Ultra-high pressure water is very effective in the removal of rubber and can be accomplished using a single vehicle with a single operator; the vehicle can vacate a runway quickly.
A problem with removing rubber is that most cleaning operations are scheduled to be performed when the runway is least active, mainly at night time. Removing black rubber in darkness is problematic, and the problem is enhanced if the runway is wet. In the dark with wet conditions makes it most difficult for the operator to distinguish what has been cleaned and what remains to be cleaned. In many instances, there are no good contrasting colors between the clean surface and the still-to-be-cleaned surface. The best case scenario is removing black rubber from whiteish concrete in the daytime but that is rarely the case. Secondly, in many instances, it is necessary to frequently vacate the airfield to allow for a landing aircraft to have safe passage without the interference of a vehicle on the runway. In the second instance, the first description of contrast also comes into play because now the operator must find where the last point of contact was throughout the course of a shift.
In the vast majority of airfields performing rubber removal operations around the world, closures range from 90 minutes to six hours. Still, other runways are so heavily used that operators are limited to less than 10 minutes of time between landings. In either event, the time between cycles demands that the operator know exactly where the cleaning operation last ended so as to resume with little or no over-cleaning. Improper maintenance carries a tremendous risk to runway damage if the runway is over-cleaned. The smaller the work windows, the more impossible it is for an operator to keep track of the area cleaned and what needs to be cleaned. Even the most experienced operators may clean an area multiple times when they should be cleaned only once. This reality is further insured when removal operations happen at night. Removing black rubber from a black asphalt surface at night is very difficult and water creates a further visual barrier that makes it even more difficult to see and keep track of what has been cleaned and what needs to be cleaned. Over-cleaning bare unprotected asphalt surfaces which can unnecessarily damage the runway and increase the possibility of unraveling and creating Foreign Object Damage (FOD).
These issues in combination present the risk of “overcleaning” which can lead to the removal of the bitumen fines that hold the stones together and prevent unravelling. The aforementioned issues can also lead to under-cleaning which in turn leads to the failure of friction tests and results in needing to reclean the runway. Because it is impractical to test every exact landing path of each aircraft, it is also and lastly possible to have remaining friction issues because of under-cleaning and the under-cleaned area simply did not get tested by a friction testing vehicle that is in many cases, has a wheel width of less than 1 meter in width.
Disclosed is a GPS directed vehicle having an ultra-high pressure washer for cleaning airport runway surfaces. The GPS device allows an operator to track a cleaning line so as to allow no more than 25 mm overlap of surfaces to be cleaned.
An objective of the invention is to teach the use of a device for efficiently removing rubber from runway surfaces to enhance runway surfaces to decrease hydroplaning and improve airplane passenger safety.
Another objective of the invention is to teach the use of a runway cleaning system that can optimize cleaning time by eliminating time overcleaning and damage to a runway by the removal of bitumen between the stones which can lead to the unraveling of the surface which presents obvious FOD and the obvious safety risks.
Still another objective of the invention is to disclose a GPS directed vehicle that can clean runway surfaces without overcleaning.
Still another objective of invention is to teach the use of an iPad or similar device that allows the operator of a mobile ultra-high pressure cleaner to interact with a GPS antenna and Google Earth or similar GPS program to map out an area to be cleaned and return to the point that cleaning last ended.
Yet it is still another objective of the invention to teach the use of a program that shades a screen map of runway surfaces that have been cleaned, and instructs a vehicle mounted controller where to resume runway cleaning.
Still another objective of the invention is to enhance operator control of a vehicle to assure efficiency.
Yet still another objective of the invention is to provide a GPS directed vehicle having an ultra-high pressure washer for only cleaning required runway surfaces to avoid damage to the runway and foreign object damage (FOD).
Another objective of the invention is to prevent under-cleaning which results in rubber left on the runway and the resulting lack of friction values.
Still another objective of the invention is to store prior cleanings so that a subsequent cleaning will begin removal at a slightly different position laterally so that the overlaps will not repeat themselves down the runway to further avoid over-cleaning.
Other objectives and advantages of this invention will become apparent from the following description taken in conjunction with any accompanying drawings wherein are set forth, by way of illustration and example, certain embodiments of this invention. Any drawings contained herein constitute a part of this specification, include exemplary embodiments of the present invention, and illustrate various objects and features thereof.
Detailed embodiments of the instant invention are disclosed herein, however, it is to be understood that the disclosed embodiments are merely exemplary of the invention, which may be embodied in various forms. Therefore, specific functional and structural details disclosed herein are not to be interpreted as limiting, but merely as a basis for the claims and as a representation basis for teaching one skilled in the art to variously employ the present invention in virtually any appropriately detailed structure.
The present invention solves a number of these problems. This innovation involves the use of an iPad or similar touchscreen device that allows the operator an overhead view of the runway. Although the view is likely months or even years old, aircrafts land in the same place, the location does not change, and thus the presence of rubber on the airfield will be consistent with the overhead view from Google Earth or similar GPS program, no matter how old that view may be. The operator then outlines with his finger the limits of rubber removal the operator intends to complete in that particular shift. A GPS receiver sits on top of the cab and is calibrated so that it knows exactly where the blasting head sits in relation to the GPS receiver. In one embodiment the Trimble RTK positioning system provides accuracy to less than 2 centimeters using GNSS precision. A wheel equipped encoder is spring loaded against the steering wheel and coupled to an iPad or similar touchscreen to interface with the receiver. The iPad displaying the position of the blasting head and the associated posture of the tires that control the direction of the vehicle in motion. The operator controls the speed of the vehicle, but upon approaching the outlined area to be cleaned, the operator places the vehicle in automatic mode wherein the wheel equipped encoder steers straight down the first path. The touchscreen allows the operator to input the width of the blasting head to be used during the particular shift. The operator also inputs the number of millimeters or inches of overlap the operator would like to see as the vehicle traverses down the runway, the preferred overlap is about 25 mm.
As the operator traverses along the path of travel, there is shading that occurs on a recorded map that indicates completion of a pass. If the operator must leave in the middle of the pass, the software and touchpad will redirect the operator directly back to the exact position upon return. When the operator has completed with a pass, the operator takes over the steering manually and turns the truck around and positions it in rough proximity to the next pass. An auto feature re-engages the automatic steering and steers the vehicle down the runway with a 25 mm or less controlled overlap.
The cleaned area is stored in device wherein the next time the operator returns to that section of the runway, the operator will be equipped to begin the removal at a slightly different position laterally, maybe 50 or 75 mm away, so that the overlaps will not repeat themselves linearly down the runway which further minimizes any potential for overcleaning and the associated risks.
It is well-known that overlapping an area too many times in the same exact location can lead to the removal of bitumen or cement from the surface and lead to the unraveling of the stones that comprise an asphalt or concrete runway. This condition, of course, can result in a very dangerous condition for landing aircraft or aircraft taking off and could suck up small stones known as FOD into the aircraft jet engines.
Any overlapping of blast patterns, effectively results in a small strip of asphalt being hit twice while the neighboring asphalt or cement is only hit once. To cover larger areas, a triple spray head places three spray bars, directly in line with each other, there is no offset. The spray bars pass approximately 3 mm from each other. The outside jets on each of the bars are angled slightly so that they completely cover the area but do not overlap each other. This is a “zero overlap solution” that effectively covers 48 inches, or nearly 1.3 meters with zero overlap. The use of the triple spray bar solution is that all three bars are rotated with one motor so it is impossible to spin them at different speeds.
The GPS guidance on the steering wheel of the vehicle not only autosteers the vehicle in order to create “controlled overlaps” to less than 25 mm, it also creates a color coded map showing prior passes so that if an operator must vacate the runway momentarily, the operator is able to return to the exact last location and pass immediately upon return. In an embodiment, a GNSS receiver is coupled to a NAV-900 guidance controller. The touch screen, iPad or the like, is mounted in the cab of the truck and allows the operator to draw on the screen the area where rubber removal will be performed. Then, as the operator approaches that area, the operator is able to touch a button that auto controls the steering of the vehicle in alignment with the first pass. Again, if the operator is interrupted in the middle of that pass, a different shading of color makes it easy to identify which area the operator has covered already and where the operator needs to pick up on when the operator returns to the runway. At the end of each linear pass down the airfield, the operator will need to briefly shut off the high-pressure system and turn the truck around. Once the operator is turned around and headed back for the next pass, the auto pilot takes over and controls the linear overlap down the airfield to less than 25 mm. The approach is to reduce slightly the nozzle size located in the outer jets of the spray bars in that 25 mm area so that it is not hit 200%, but rather more on the order of 125%. The second thing that the GPS guidance system ensures that each time the vehicle is returned to the airfield for the next cleaning 3-4 months or 3-4 weeks later, the vehicle is offset from the overlapped area by beginning a first pass 75 mm's from where the prior cleaning started.
Now referring to the figures,
The operator is able to control the speed of the truck using a throttle control and a brake module as well as steer the vehicle 10 with a steering wheel 15 around the runway surface. Once the area is cleared and the operator is able to safely clean a runway, the operator may steer the vehicle 10 to a position close to the area that is in need of cleaning. The operator then outlines with his finger on a computer 27 coupled to a positioning system displayed on a touchscreen display 28 the limits of rubber removal the operator intends to complete in that particular shift. A GPS receiver 30 with GNSS precision sits on top of the cab 20 and is calibrated so that it knows exactly where the blasting head 26 sits in relation to the GPS receiver 30. If the operator needs to stop during the pass, the computer 27 will capture interruption coordinates as a reference to return to at a later time. In a preferred embodiment, the computer 27 coupled to the positioning system will relocate the work vehicle 10 within 2 mm of a selected position providing autonomous direction control of the work vehicle 10.
Additionally, the computer 27 incorporates a speed control module which includes an algorithm for controlling the brake module to regulate the amount of drag on a brake to maintain a desired brake temperatures and air brake wear characteristics.
As the operator traverses along the path of travel 32, there is shading 34 that occurs on a recorded map 36 that indicates completion of a pass. If the operator must leave in the middle of the pass, the software and touchpad 28 will redirect the operator directly back to the exact position upon return. When the operator has completed with a pass, the operator takes over the steering manually and turns the truck around and positions it in rough proximity to the next pass. An auto feature re-engages the automatic steering and steers the vehicle 10 down the runway with a 25 mm or less controlled overlap.
The touchscreen display 28 allows the operator to input the width of the blasting head 26 to be used during the particular shift. The operator also inputs the number of millimeters or inches of overlap the operator would like to see as the vehicle 10 traverses down the runway, the preferred overlap is about 25 mm.
Also present in
The term “coupled” is defined as connected, although not necessarily directly, and not necessarily mechanically. The use of the word “a” or “an” when used in conjunction with the term “comprising” in the claims and/or the specification may mean “one,” but it is also consistent with the meaning of “one or more” or “at least one.” The term “about” means, in general, the stated value plus or minus 5%. The use of the term “or” in the claims is used to mean “and/or” unless explicitly indicated to refer to alternatives only or the alternative are mutually exclusive, although the disclosure supports a definition that refers to only alternatives and “and/or.”
The terms “comprise” (and any form of comprise, such as “comprises” and “comprising”), “have” (and any form of have, such as “has” and “having”), “include” (and any form of include, such as “includes” and “including”) and “contain” (and any form of contain, such as “contains” and “containing”) are open-ended linking verbs. As a result, a method or device that “comprises,” “has,” “includes” or “contains” one or more steps or elements, possesses those one or more steps or elements, but is not limited to possessing only those one or more elements. Likewise, a step of a method or an element of a device that “comprises,” “has,” “includes” or “contains” one or more features, possesses those one or more features, but is not limited to possessing only those one or more features. Furthermore, a device or structure that is configured in a certain way is configured in at least that way, but may also be configured in ways that are not listed.
One skilled in the art will readily appreciate that the present invention is well adapted to carry out the objectives and obtain the ends and advantages mentioned, as well as those inherent therein. The embodiments, methods, procedures and techniques described herein are presently representative of the preferred embodiments, are intended to be exemplary and are not intended as limitations on the scope. Changes therein and other uses will occur to those skilled in the art which are encompassed within the spirit of the invention and are defined by the scope of the appended claims. Although the invention has been described in connection with specific preferred embodiments, it should be understood that the invention as claimed should not be unduly limited to such specific embodiments. Indeed, various modifications of the described modes for carrying out the invention which are obvious to those skilled in the art are intended to be within the scope of the following claims.
In accordance with 37 C.F.R. 1.76, a claim of priority is included in an Application Data Sheet filed concurrently herewith. Accordingly, the present invention claims priority to U.S. Provisional Patent Application No. 63/387,112, entitled “GPS DIRECTED ULTRA-HIGH PRESSURE RUNWAY CLEANER”, filed Dec. 13, 2022. The contents of the above referenced application are incorporated herein by reference in its entirety.
| Number | Date | Country | |
|---|---|---|---|
| 63387112 | Dec 2022 | US |
