U.S. patent application number 16/752809 was filed with the patent office on 2021-07-29 for modification and assessment.
The applicant listed for this patent is Kevin MacVittie, Richard McNeely, IV, John S. McNeely, George S. Smith, II. Invention is credited to Kevin MacVittie, Richard McNeely, IV, John S. McNeely, George S. Smith, II.
Application Number | 20210231823 16/752809 |
Document ID | / |
Family ID | 1000005705630 |
Filed Date | 2021-07-29 |
United States Patent
Application |
20210231823 |
Kind Code |
A1 |
MacVittie; Kevin ; et
al. |
July 29, 2021 |
MODIFICATION AND ASSESSMENT
Abstract
The present disclosure involves processes for assessing and
modifying pavement surfaces using a mobile platform. An emitter
associated with the mobile platform generates electromagnetic waves
directed towards a portion of a pavement surface. A condition
sensor associated with the mobile platform receives electromagnetic
radiation from a first portion of the pavement surface and
generates a first electronic signal representative of a current
condition of the portion of the pavement surface. A location sensor
generates a second electronic signal containing location data
corresponding to the first portion of the pavement surface. A
computing platform is used to process the electronic signals and
create a current pavement condition data point. The computing
platform may compare the first electronic signal against a
reference representative of a target condition of the portion of
the pavement surface, determine if there is a condition variance,
and determine whether any condition variance exceeds a
predetermined threshold. If a condition variance exceeds a
predetermined threshold, the computing platform may generate a
condition control signal which is transmitted to a pavement surface
modification system, and which operates to modify operation of the
pavement surface modification system in order to reduce the
condition variance.
Inventors: |
MacVittie; Kevin; (Austin,
TX) ; McNeely; John S.; (Sackets Harbor, NY) ;
Smith, II; George S.; (Sackets Harbor, NY) ; McNeely,
IV; Richard; (Lacona, NY) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
MacVittie; Kevin
McNeely; John S.
Smith, II; George S.
McNeely, IV; Richard |
Austin
Sackets Harbor
Sackets Harbor
Lacona |
TX
NY
NY
NY |
US
US
US
US |
|
|
Family ID: |
1000005705630 |
Appl. No.: |
16/752809 |
Filed: |
January 27, 2020 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
G01C 15/002 20130101;
G01V 3/08 20130101; E01F 9/576 20160201 |
International
Class: |
G01V 3/08 20060101
G01V003/08; G01C 15/00 20060101 G01C015/00; E01F 9/576 20060101
E01F009/576 |
Claims
1. A method for assessing the condition of a portion of a pavement
surface using a mobile platform, the method comprising: a)
generating electromagnetic waves from an emitter associated with
the mobile platform and directed at a first portion of the pavement
surface; b) generating a first electronic signal from a condition
sensor associated with the mobile platform and configured to
receive electromagnetic radiation from the first portion of the
pavement surface, the first electronic signal being representative
of a current condition of the first portion of the pavement
surface; c) transmitting the first electronic signal to a computing
platform; d) using the computing platform to process the first
electronic signal to create a current pavement condition data
point; and, e) creating a record of the current pavement condition
data point.
2. The method of claim 1, further comprising: a) generating a
second electronic signal from a location sensor associated with the
mobile platform, the second electronic signal comprising location
data corresponding to the first portion of the pavement surface; b)
transmitting the second electronic signal to the computing
platform; and, c) using the computing platform to associate the
location data with the first electronic signal to create the
current pavement condition data point.
3. The method of claim 1 wherein in the mobile platform is
associated with a vehicle.
4. The method of claim 1 wherein in the mobile platform is a
vehicle.
5. The method of claim 2, further comprising using the computing
platform to: i) compare the first electronic signal against a
reference representative of a target condition of the first portion
of the pavement surface, ii) determine if there is a condition
variance between the current condition of the first portion of the
pavement surface and the target condition of the first portion of
the pavement surface, iii) if there is a condition variance,
determine whether the condition variance exceeds a predetermined
threshold, and iv) if the condition variance exceeds a
predetermined threshold, generate a condition variance record based
on the condition variance.
6. The method of claim 5 wherein the target condition is at least
one of: a) the location of a paint band, b) the location of an edge
of a paint band, c) a dimension of a paint band, d) a color of a
paint band, e) the reflectivity of the first portion of the
surface, f) the cleanliness of the first portion of the surface,
and g) the adhesion efficacy of a paint band to a surface.
7. The method of claim 1 wherein the first portion of the pavement
surface includes a layer of paint and the emitter and condition
sensor are configured such that the first electronic signal may be
processed by the computing platform to determine the depth of the
layer of paint.
8. The method of claim 1 wherein the first portion of the pavement
surface includes plural layers of paint and the emitter and
condition sensor are configured such that the first electronic
signal may be processed by the computing platform to determine the
density of at least one layer of paint.
9. The method of claim 1 wherein the first portion of the pavement
surface includes plural layers of paint and the emitter and
condition sensor are configured such that the first electronic
signal may be processed by the computing platform to determine the
adhesion of at least one layer of paint to the pavement
surface.
10. A method for assessing the condition of a portion of a pavement
surface using a mobile platform, the method comprising: a)
generating electromagnetic waves from an emitter associated with
the mobile platform and directed at a first portion of the pavement
surface; b) generating a first electronic signal from a condition
sensor associated with the mobile platform and configured to
receive electromagnetic radiation from the first portion of the
pavement surface, the first electronic signal being representative
of a current condition of the first portion of the pavement
surface; c) generating a second electronic signal from a location
sensor associated with the mobile platform, the second electronic
signal comprising location data corresponding to the first portion
of the pavement surface; d) transmitting the first electronic
signal and the second electronic signal to a computing platform; e)
using the computing platform to: i) associate the location data
with the first electronic signal to create a current pavement
condition data point; ii) compare the first electronic signal
against a reference representative of a target condition of the
first portion of the pavement surface; iii) determine if there is a
condition variance between the current condition of the first
portion of the pavement surface and the target condition of the
first portion of the pavement surface; iv) if there is a condition
variance, determine whether the condition variance exceeds a
predetermined threshold; and, v) if the condition variance exceeds
a predetermined threshold, generate condition control signals based
on the condition variance and transmit the condition control
signals to a pavement surface modification system; the condition
control signals being operable to modify operation of the pavement
surface modification system to effect a change of the condition
variance.
11. The method of claim 10 wherein the location sensor obtains
location data from at least one of a global positioning system, a
real-time kinetic positioning system, an inertial navigation
system, and a total station, further wherein the second electronic
signal comprises time-of-day data.
12. The method of claim 10 wherein the pavement surface
modification system is operable to perform at least one of: a)
placing paint on the pavement surface, b) placing reflective beads
on the pavement surface, c) placing water on the pavement surface,
and d) placing chemical cleaner on the pavement surface.
13. The method of claim 12 wherein said condition control signals
are operable to modify at least one of a) the flow rate of paint,
b) the temperature of paint, c) the flow rate of reflective beads,
d) the flow rate of water, e) the flow rate of chemical cleaner, f)
the horizontal position of the surface modification system in
relation to the first portion of the pavement surface, g) the
vertical position of the surface modification system in relation to
the first portion of the pavement surface, or h) the velocity of
the pavement surface modification system.
14. The method of claim 10 wherein the computing platform comprises
a processor located on the mobile platform.
15. The method of claim 10 wherein the computing platform comprises
a cloud computing platform, further comprising: a) using wireless
transmission to wirelessly transmit the first electronic signal and
the second electronic signal to the cloud computing platform, and
b) using wireless transmission to wirelessly transmit the condition
control signals to the pavement surface modification system,
further wherein said wireless transmission comprises GSM, WiFi,
WiMax, WPAN, LR-WPAN, WLAN, WMAN, Bluetooth, Zigbee, or LTE
transmission.
16. The method of claim 10 wherein the pavement surface
modification system is operable to place at least one of paint and
reflective beads on the pavement surface, and the condition control
signals modify at least one of: a) the quantity of paint being
placed, b) the color of paint being placed, c) the location of
paint being placed, d) the quantity of reflective beads being
placed, and e) the location of reflective beads being placed.
17. The method of claim 10 wherein the emitter generates
electromagnetic waves in the visible, infrared, ultraviolet,
ultrasound, or microwave spectra.
18. The method of claim 17 wherein the emitter generates
electromagnetic waves in the visible, infrared, or ultraviolet
spectra, and the current condition is at least one of: a) color, b)
the presence of paint, c) the absence of paint, d) the presence of
a contaminant, e) the absence of a contaminant, f) a dimension of a
paint marking, and g) the reflectivity of the first portion of the
surface.
19. The method of claim 17 wherein both the current condition and
the target condition are at least one of a) the location of a paint
band, b) the location of an edge of a paint band, c) a dimension of
a paint band, d) a color of a paint band, e) the reflectivity of
the first portion of the surface, and f) the cleanliness of the
first portion of the surface.
20. The method of claim 18 wherein the emitter comprises at least
one of an incandescent bulb, a halogen bulb, a fluorescent bulb, a
high-intensity discharge light, or a light-emitting diode.
21. The method of claim 18 wherein the condition sensor is an image
sensor.
22. The method of claim 17 wherein the emitter comprises a
magnetron or a semiconductor and generates electromagnetic waves in
the microwave spectrum.
23. The method of claim 17 wherein the emitter comprises an
ultrasound transducer and generates electromagnetic waves in the
ultrasound spectrum.
24. The method of claim 10 wherein the mobile platform is
associated with the pavement modification system, and the pavement
modification system comprises a car, van, or truck.
Description
BRIEF DESCRIPTION OF DRAWINGS
[0001] FIG. 1 is a depiction of an airfield, including a runway
layout.
[0002] FIG. 2 is a depiction of a mobile platform for material
marking.
[0003] FIG. 3 is a depiction of an alternative mobile platform for
material marking.
[0004] FIG. 4 is a depiction of an alternative mobile platform for
material marking.
[0005] FIG. 5 is a depiction of an alternative mobile platform for
material marking.
[0006] FIG. 6 is a depiction of a machine vision-based control
system for material marking.
[0007] FIG. 7 is a depiction of a mobile platform for material
removal.
[0008] FIG. 8 is a depiction of a mobile platform for
assessment.
[0009] FIG. 9 is a depiction of an alternative mobile platform for
material marking.
[0010] FIGS. 10A-10C are a depiction of a process for material
marking.
[0011] FIGS. 11A-11B are a depiction of a process for assessing the
condition of a portion of a runway surface.
[0012] FIG. 12 is a depiction of the spray head system of a marking
assembly.
[0013] FIG. 13 is a first depiction of spray heads producing a
marking pattern.
[0014] FIG. 14 is a second depiction of spray heads producing a
marking pattern.
[0015] FIG. 15 is a depiction of an alternative mobile platform for
material marking
[0016] FIG. 16 is a depiction of a mobile platform control system
and display.
BACKGROUND
[0017] In general terms, modification and assessment of pavement
may include at least three functions; assessing, marking, and
removing. Assessing includes obtaining a representation of the
current state of a pavement area, and may relate to, for example,
whether paint is present or absent on a portion of a pavement
surface; the condition of paint that is present on a runway
surface; the retro-reflectivity of a pavement area; the presence or
absence of pavement surface contaminants, such as rubber marks from
vehicle wheels; the presence or absence of foreign object debris
(FOD); the presence or absence of structural flaws in the pavement
surface, such as cracks or potholes, and the presence, type, and
status of elements ambient to pavement such as vegetation,
landscaping, lighting, signage, and fences. Marking includes
placing a marking material, such as paint and/or a reflective
material such as glass beads, on the pavement surface. Removal
includes removing contaminants from a pavement surface, such as
rubber from vehicle wheels and/or foreign object debris, or
unwanted markings.
[0018] For purposes of the present disclosure, "pavement" means any
surface used or for use by vehicles, including but not limited to
runways, roads of any type, and areas where vehicles may be parked
or otherwise positioned when not in use; "airfield" means any area
of land associated with an airport that includes a runway; and
"runway" means any area of land associated with an airport that is
intended for the landing, take-off, taxiing, or holding of
aircraft.
[0019] FIG. 1 provides an overview of airfield 1. Airfield 1 may
include runway portions in various states. For example, runway
portion 2 may represent a portion of runway for which there is no
present need to perform or schedule modification, as indicated by
its unstriped visual presentation. Runway portion 3 may represent a
portion of runway for which there is a present need to schedule
future modification, as indicated by its visual presentation of
left-to-right downward diagonal lines. Runway portion 4 may
represent a portion of runway for which there is a present need for
modification, as indicated by its visual presentation of
right-to-left downward diagonal lines.
[0020] While FIG. 1 represents an airfield area, the present
application and its teachings also apply to the ambient airfield
environment, including but not limited to landscaping, vegetation,
signage, and fencing or other barriers.
DETAILED DESCRIPTION
[0021] In general, the lifecycle of pavement markings may be
divided into phases. One phase is the placement of markings on
pavement, as by a paint truck or line striper. Another phase is the
assessment of a pavement surface, such as to determine the amount,
retro-reflectivity, or other condition of markings or of the
pavement surface. Another phase is maintenance, where markings are
cleaned or modified to extend their lifespan. And another phase is
the removal of markings, which may be to prepare for the placement
of fresh markings, or because certain markings are no longer
desired in their current location. The present description is
directed to processes for effecting the marking, assessment, and/or
modification of pavement and of environments ambient to
pavement.
[0022] Pavement modification and assessment equipment may
incorporate a number of components configured to perform a desired
function including, for example painting, assessing surface
markings, removing surface markings, assessing pavement
contamination, removing pavement contamination, and assessing
retro-reflectivity. Such components may be present in the form of
an assessment module, a painting module, and/or a removal module.
Each module may itself incorporate and/or be operably connected to
a number of components, including a primary controller configured
to control a desired function. These modules and/or components may
be mounted onto a vehicle or, for components whose physical
presence at the location where the function is being performed is
not necessary, may be located remotely.
[0023] The present description may use terms such as "placing",
"directing", "discharging", and "ejecting" materials on, to, or in
the direction of a pavement surface to avoid any narrow or specific
connotation to "spraying". As used herein, all such terms refer to
the action of causing a material to come into contact with the
pavement surface in a manner that accomplishes the function for
which those materials are intended, such as marking or removal.
[0024] It is understood that the action of marking a pavement
surface is often referred to as "striping"; for clarity, for
purposes of the present application "striping" refers to any
marking placed on a pavement surface, regardless of whether the
resulting mark may be considered a "stripe". For example, a runway
holding position sign may involve a painted area that is several
feet on each side, but its placement may be considered as
constituting a "striping".
[0025] The performance of pavement modification and assessment may
be accomplished using a mobile platform capable of being positioned
onto pavement, moved to a location on pavement, and removed from
pavement. As used herein, a "mobile platform" is an apparatus whose
design includes the ability to move or be moved by a motive force,
which may be provided by an internal combustion, diesel, or
electric motor or engine; by hydraulic or pneumatic mechanisms; by
air propulsion such as that provided by a propeller, fan, or rotor;
or by any other appropriate mechanism; and, which has the
capability to assess and/or modify a pavement surface. A mobile
platform may be associated with a vehicle, such as a paint module
or carriage associated with a paint truck, an assessment module
associated with a van, or a pressure-washing module associated with
a truck, or may itself be a vehicle.
[0026] A mobile platform may be operated by local control, such as
a human driver or operator walking adjacent to or riding on or in
the mobile platform or associated vehicle, or may be operated by
remote human control, or may operate autonomously. Common mobile
platforms include walk-behind vehicles, ride-on vehicles, and
ride-in vehicles such as vans and trucks. While use of airborne
vehicles, such as drones, would be constrained at least by the need
to maintain airspace safety, their use is included within the
present scope.
[0027] Mobile platform components may include one or more of: an
image sensor, retro-reflectometer, or other condition sensor to
receive data indicative of a condition of a pavement surface and/or
an ambient environment; a motor for controlling a paint carriage;
an electronically controlled proportional hydraulic valve; a
pressurized air control or other system for controlling the
dispensing of materials including paint, reflective beads, water,
or chemicals; a paint module position sensor for determining the
position of a paint carriage, including "smart cylinder"
technology; a speed sensor for determining the speed of the mobile
platform and/or associated vehicle; a source of illumination for
illuminating the pavement surface; a housing, shroud, or other
suitable form of electromagnetic radiation shielding (which may be
referred to herein as a "mobile light room") to reduce the effect
of ambient electromagnetic radiation on the condition sensor; a
laser for assisting with the alignment of a paint carriage and
other tasks; a wireless transceiver for transmitting and/or
receiving data (including software update data) to and from a local
or remote computing platform, including a cloud computing platform;
a drive shaft encoder or other means for determining an accurate
distance and speed of a mobile platform; a synchronization system
for synchronizing the images of a pavement mark with a location
and/or time stamp; and other system components.
[0028] A mobile platform used for marking or removal may include
certain basic components including a source of marking or removal
material, such as paint and/or reflective beads, water, or
chemicals; a source of motive force to move the marking or removal
material from its source to the pavement surface; and one or more
spray heads, jets, nozzles, or similar components through which the
marking or removal material is directed towards the pavement
surface. For convenience, all such components may be referred to
herein as "spray heads".
[0029] When mounted on a vehicle, one or more spray heads may be
provided on a boom, platform, carriage, or similar component that
extends away from the vehicle to dispense material as the vehicle
moves. The dispensing component may be on a lateral side of the
vehicle, or carried in front of or behind the vehicle, to dispense
material as the vehicle moves. Such a system can be configured to
enable placement of a substantial volume of material on the
pavement surface due to the carrying capacity of the vehicle, both
in terms of the material to be applied and the sizes and capacities
of the associated pumping, mixing, and dispensing or placing
equipment.
[0030] More specifically, a mobile platform used for marking may
include a gas or electric motor for generating pressure that is
used to force a marking material, such as paint, reflective beads,
or other fluids, from their source onto the pavement surface. The
pressure may be provided by a pump which is fed a fluid material,
such as paint, from a source, and then pumps the fluid to spray
heads that are mounted and disposed so as to discharge the fluid
toward the pavement surface. While paint may at times be used
herein as an exemplar, it is understood that paint is merely one
example of marking material and that other fluid materials,
including reflective beads, thermoplastic, water, oil, solvents,
chemicals, and the like can be applied in addition to or instead of
paint. As used herein, "fluid" includes materials that may not be
liquid but can be fluidized by the application of air, stirring,
heating, or similar techniques.
[0031] Location information may be used in pavement modification
and assessment to, for example, determine a starting or current
position for a mobile platform, or how much a mobile platform moves
in a given direction. Location information may be associated with
other data gathered using the mobile platform, such as the location
of a marking needing removal or replacement, of a contaminant or
object needing removal, or of a portion of pavement surface,
signage, or landscaping needing maintenance. In addition to the
primary controller, other system components may therefore include
one or more location systems such as a global positioning system
(GPS), real-time kinetic (RTK) positioning system, inertial
navigation systems (INS), or total station. These systems may
provide location information for the proper positioning and
operation of the pavement modification and assessment equipment,
such as the location of pavement perimeters or areas; of markings
that are to be placed or are currently in existence; and of
contaminants or other issues that may require monitoring or
treatment.
[0032] FIG. 2 presents an embodiment of mobile platform 5 for
marking, represented by a truck which includes driver cab 6 in
front, main body 7, and operator cab or platform 8 in back. Main
body 7 carries paint source 9 and reflective bead source 10, which
are placed on the pavement using a paint carriage (not shown).
[0033] FIG. 3 presents an embodiment of mobile platform 11 for
marking, represented by a self-propelled vehicle such as a
walk-behind vehicle. Mobile platform 11 includes material source
12, which may for example be paint or reflective beads 15. Paint or
reflective beads 15 are directed towards the pavement surface
through spray head 14 using pump 13, to produce marking 16.
[0034] FIG. 4 presents an embodiment of mobile platform 17 for
marking. Mobile platform 17, represented as a truck, includes
materials source 18, pumping system 19, and movable platform or
paint carriage 20. Movable platform or paint carriage 20 includes
spray head system 21. Mobile platform 17 is further provided with
first condition sensor 22 and, optionally, second condition sensor
23. Computing platform 24 is provided to process data received from
the first and/or second condition sensors. GPS antenna 25 may be
used to provide location data, which may be associated with data
from the first and/or second condition sensors, and/or may be used
to track the location of mobile platform 17.
[0035] Plural condition sensors may be used to, for example,
provide a before-and-after representation of a portion of pavement
surface, such as to enable assessment of whether a marking has been
placed in the correct location, or is of the correct color, and/or
is of the correct dimensions; or of whether reflective beads have
been placed in the correct location or are providing a specified
retro-reflectivity or meeting a particular retro-reflectivity
requirement or specification; or of whether a removal process has
cleaned a portion of pavement surface sufficiently. Plural
condition sensors may also be used to provide data in more than one
range of the electromagnetic spectrum, such as in more than one of
the visible, infrared, ultraviolet, ultrasonic, and microwave
spectra.
[0036] FIG. 5 presents an embodiment of mobile platform 26 for
marking, represented by a truck. Mobile platform 26 may include cab
27 in front for a driver, and operator station 28 in back. Operator
station 28 may be used to control aspects of the marking operation
other than driving the truck, such as operation of spray head array
32 and movable cross-track carriage 33 on which spray head array 32
is mounted. First condition sensor 30, and optionally second
condition sensor 31, provide data on the pavement surface to local
computing platform 34A and/or to remote computing platform 34B,
which may be a cloud computing platform. One or more GPS antennas
29 may be used to provide location data, which may be associated
with data from the first and/or second condition sensors, and/or
may be used to track the location of mobile platform 26.
[0037] FIG. 9 presents an embodiment of mobile platform 60 for
marking which, as depicted, would be a module associated with a
vehicle. Mobile platform 60 includes materials sources 61, from
which material is moved by pumps 62 and pump motor 63. Control
and/or monitoring of the operation of mobile platform 60 may take
place via operator station 64.
[0038] Boom mast 65 and beam 66 are used to carry carriage motor
67, which is connected to paint carriage 69 via boom 68. Paint
carriage 69 includes spray heads 70, through which material is
ejected towards the pavement surface.
[0039] FIG. 15 presents an embodiment of mobile platform 121 for
marking in the form of a walk-behind or ride-on self-propelled
vehicle. Mobile platform 121 may include handlebar 122, marking
material placement controls 123, dashboard 124, display 125, and
engine 132. The main body of mobile platform 121 may carry marking
material sources 126, hydraulic motor system 127, and pump system
128 by which marking materials are ejected towards the pavement
surface via spray head system 131. Rear spray head mounting system
129 and/or front spray head mounting system 130 may be provided for
the mounting of respective rear and/or front spray head systems,
and/or to mount additional components as desired.
[0040] A mobile platform may be used in combination with a system
designed to provide information about, and/or control of, the
operation of the mobile platform, including its components. Such a
system may be capable of providing data collection, analysis,
and/or reporting functionalities involving the status and/or
operation of the mobile platform. The system may receive visual
information, such as from one or more image sensors associated with
the mobile platform, as well as data, such as from various sensors
associated with the mobile platform. Information and data may be
transmitted to a computing platform located on the mobile platform,
and/or transmitted to a remote location, which may include a
hand-held device, for processing and use. Output from the
information system and/or computing platform may be viewed,
printed, stored, and/or otherwise handled as needed.
[0041] Based on the available sensors, and as representative
examples only, the information system may be configurable to
receive data on the following: motion of the mobile platform, such
as speed, direction, or velocity; location of the mobile platform;
amount of remaining and/or used marking material; temperature of
marking material; pressure used to pump marking material; flow rate
of marking material; vertical, horizontal, and/or lateral position
of the spray assembly and/or spray heads used to place marking
material relative to the mobile platform and/or pavement surface;
ambient conditions such as temperature, humidity, air pressure, air
quality, wind speed, wind direction, precipitation, and/or
illumination; status of an emitter or condition sensor; flow of
current to and/or from peripheral devices; health of switches;
input from thermocouples; and 4-20 mA signals.
[0042] Such data may be displayed directly to a local and/or remote
driver and/or operator. The data may be processed by a computing
platform, which may then provide processed data for display, store
data, and/or generate alerts, work orders, maintenance requests,
records, and any other desired output. The data may be used to
provide diagnostic information for components of the mobile
platform, which may provide troubleshooting support, and/or to
indicate a need for adjustment, maintenance, or replacement of a
component of the mobile platform. Diagnostic information may be
provided to and used by a local operator, such as a driver, and/or
transmitted to a remote location.
[0043] The information system may also be configured to control
various aspects of the mobile platform, such as turning
illumination on and off; adjusting the temperature or flow rate of
marking material; operating hydraulic or pneumatic valves on the
mobile platform; and adjusting the position and/or orientation of
spray heads, of a paint carriage associated with the mobile
platform, or of a vehicle associated with the mobile platform.
[0044] The information system may be configured to receive,
process, and/or display visual information and data based upon the
mobile platform with which it is used, the type of pavement
assessment or modification being performed, and the particular
pavement or portion of pavement being assessed or modified. Such
configuration may then be stored in a configuration file for later
use.
[0045] FIG. 16 presents a representative view of a control and
display system 133 that may be used in connection with a mobile
platform, including but not limited to a mobile platform of the
type shown in FIG. 15. Control and display system 133 may include
display 135, which may include one or more visual display elements
136, such as the view from an image sensor associated with the
mobile platform, as well as one or more data display elements 137,
which may provide data on the mobile platform and/or its components
as described hereinabove. Display 135 may include one or more tabs,
or similar design element, 134, allowing an operator or other
person using the system to select views and functionalities as
desired. Display 135 may include the ability to accept user input,
such as by touchscreen, physical or virtual keyboard, voice, and/or
gesture. User input may be used to operate the functionalities of
display 135 itself, and/or to modify the operation of the mobile
platform, including its components. Control and display system 133
may include additional outputs to provide information and/or alerts
to an operator, including visual cues such as by illuminating,
changing color, blanking, or flashing the display or one or more
lights associated with the mobile platform; providing audible
alerts; and/or providing haptic feedback, vibration, or other
tactile output.
[0046] FIG. 6 presents a block diagram of a machine vision-based
carriage control system 35 which may be used in connection with a
mobile platform. Machine vision-based carriage control system 35
may, in cooperation with programs 43, 45, 36, and 38, command motor
39 to move mobile platform 60 and/or spray assembly 69 via
hydraulic steering system 40 in a direction to align spray head
assembly 69 and spray heads 70 over a given portion of
pavement.
[0047] Control system 35 includes a mark path projection system 35A
(which may comprise mark path projection program 36), a machine
vision based carriage control system 37 (which may comprise machine
vision and carriage control program 38), motor 39, hydraulic
steering system 40, condition sensor 41, image correction system 42
(which may comprise image correction program 43), and image
analysis system 44 (which may comprise image analysis program 45).
Machine vision-based carriage control system 37 further comprises
mark alignment calculator 46, comparator 47, and carriage position
controller 48. Systems 35A, 37, 42, and 44 may be implemented in
software, hardware (such as an FPGA), or a combination of software
and hardware.
[0048] The mark path projection system 35A inputs data from image
analysis system 44 via a line 49 and creates a pavement mark path
mathematical projection model in image (and also object) space.
This model may then be used by mark alignment calculator 46 to
calculate the intersection point between a lateral projection line
image space equation and a pavement mark segment image space path
projection equation to predict the image space lateral position of
the actual pavement mark segment as it passes under or adjacent the
mobile platform at the position of the spray head lateral
projection line in image space, which has been previously
determined. This intersection point is the desired lateral position
in image space of the spray head assembly and its respective spray
head to dispense marking material directly over and onto the
pre-existing pavement mark segment. The desired lateral position
image space coordinate data are then input into the positive (+)
input of comparator 47.
[0049] In order to have information on the current condition of
pavement, it may be necessary or desirable to assess the pavement
surface. As used herein, "assessment" includes, with respect to a
portion of pavement surface, determining whether paint is present
on a portion of pavement surface; determining the condition of
paint that is present, which may include color, thickness, cure
state, adherence, and reflectivity; determining whether
contamination is present, including the presence and location of
rubber or other markings from aircraft, or of foreign object
debris; and determining whether structural flaws are present in the
pavement surface, including cracks or potholes.
[0050] FIG. 8 presents an embodiment of mobile platform 57, which
includes assessment module 58 carried on boom 59. Assessment module
58 may include one or more condition sensors and/or emitters
configured to provide data on a target condition of the pavement
surface. Data from a condition sensor may be transmitted by wire to
a computing platform on mobile platform 57, and/or transmitted
wirelessly to a remote computing platform, which may be local to
the pavement location or may be a cloud computing platform.
[0051] The computing platform may analyze the condition sensor data
to provide information such as the presence or absence of markings;
the color of markings; the retro-reflectivity of markings; the
color of the pavement surface; the retro-reflectivity of the
pavement surface; the presence or absence of pavement surface
flaws, such as cracks or potholes; and the friction characteristics
of the pavement surface. This data may be used for any desired
purpose, including identifying the need for current or scheduled
future pavement surface modification; scheduling pavement
modification; preparing work orders for pavement modification;
determining the type and/or amount of materials needed for pavement
modification; and checking the type and/or amount of materials
needed for pavement modification against an inventory and,
optionally, ordering additional materials if and as needed.
[0052] Assessment may involve aspects of a pavement environment
other than or in addition to a pavement surface. For example,
assessment may be used with regard to elements regarding
landscaping of the pavement area, such as the presence, location,
type, and height of grass or other vegetation, the presence and
type of wildlife, or the condition or integrity of fencing.
Alternatively, assessment may be used to determine the condition of
elements used to provide visual information to pilots and/or air
traffic controllers, such as lights and signs.
[0053] To perform assessment and/or modification, an emitter may be
associated with a mobile platform. The emitter generates
electromagnetic waves, which may be directed at a portion of the
pavement surface being assessed or modified. The portion of the
pavement surface then emits electromagnetic radiation that is
received by a condition sensor associated with the mobile platform.
This electromagnetic radiation may involve reflection of the
electromagnetic waves from the emitter. Alternatively or in
addition, this electromagnetic radiation may involve a different
form, wavelength, or spectrum of radiation resulting, for example,
from excitation by the radiation of the pavement surface and/or of
material on the pavement surface, such as fluorescence. The
condition sensor then converts that electromagnetic radiation to a
first electronic signal that is representative of a current
condition of the portion of the pavement surface.
[0054] The emitter may be configured to generate electromagnetic
waves in any portion of the electromagnetic spectrum that is
compatible with the condition sensor being used and the condition
being assessed. Generally, the emitter will generate
electromagnetic waves in the visible, infrared, ultraviolet,
ultrasonic, or microwave spectra, and both the current condition
and the target condition will be one or more of the location of a
paint band, the location of an edge of a paint band, the width of a
paint band, the color of a paint band, the thickness of a paint
band, the reflectivity of the portion of the surface, and the
cleanliness of the portion of the surface.
[0055] In one approach, the emitter may be configured to generate
electromagnetic waves in the visible, infrared, or ultraviolet
spectra, and the condition being assessed will be one or more of
color (which may be, without limitation, the color of paint,
pavement surface, vegetation, lighting, or signs); the presence of
paint; the absence of paint; the presence of a contaminant; the
absence of a contaminant; a dimension of a paint marking; and the
retro-reflectivity of the portion of the pavement surface, which
may or may not be painted.
[0056] The emitter may, without limitation, include an incandescent
bulb, a halogen bulb, a fluorescent bulb, a high-intensity
discharge light, or a light-emitting diode, and the condition
sensor may be an image sensor. Alternatively, the emitter may
include a magnetron or a semiconductor, and generate
electromagnetic waves in the microwave spectrum, or an ultrasonic
transducer, to generate electromagnetic waves in the ultrasound
spectrum.
[0057] The mobile light room may be comprised of an enclosed
chamber or shroud, an appropriate mounting apparatus for the
condition sensor, an illumination apparatus for illuminating the
target, and mounting or mobility equipment for the mobile light
room itself. The emitter and/or condition sensor may be associated
with a component designed to reduce any interference by ambient
electromagnetic waves with those generated by the emitter and/or
with electromagnetic radiation received by the condition sensor
from the portion of the pavement surface. For example, when the
emitter is one that generates electromagnetic waves in the visible
light spectrum and the condition sensor is an image sensor, the
emitter and/or image sensor may be associated with a component
designed to reduce the amount of ambient visible light reflecting
from the portion of the pavement surface being imaged, and/or the
amount of ambient visible light received by the image sensor. This
component may be, by way of non-limiting example, a housing,
shroud, or similar structure. A second emitter may also be used to
emit electromagnetic waves that have the effect of reducing or
cancelling out ambient or otherwise undesired electromagnetic
radiation from reaching the condition sensor.
[0058] When the emitter and condition sensor are configured for use
of electromagnetic waves in the visible spectrum, the light source
should be mounted at a distance from the surface to be analyzed
that will provide sufficient illumination at the surface to produce
accurate condition data from the condition sensor, while minimizing
the potential for ambient contamination, such as by ambient light
and/or airborne particulates, of the electromagnetic radiation
reaching the condition sensor; by way of non-limiting example, a
distance of about one foot from the surface to be analyzed may be
appropriate. It should be noted that the emitter must be mounted in
such a way so as to not obstruct the view of the condition
sensor.
[0059] The system comprised of the emitter, condition sensor, and
mobile light room may be constructed to enable mounting of the same
or substantially the same system on different types of mobile
platforms, such as a van or truck as well as a stand-alone
assessment mobile platform such as a trailer or modified
vehicle.
[0060] A location sensor associated with the mobile platform
generates an additional electronic signal, which includes location
data corresponding to the portion of the pavement surface. The
location sensor may obtain location data from any suitable source,
including but not limited to a global positioning system, a
real-time kinetic positioning system, an inertial navigation
system, and a total station. The second electronic signal may
further include time-of-day data.
[0061] The first electronic signal and the second electronic signal
are transmitted to a computing platform, which is used to associate
the location data with the first electronic signal to create a
current pavement condition data point. The computing platform may
also create a record of the current pavement condition data
point.
[0062] Electromagnetic radiation can be used to determine the
density of solid materials, such as marking material and the
surface on which it has been applied. When the portion of the
pavement surface being assessed includes a layer of paint, the
electromagnetic waves may be configured to produce electromagnetic
radiation from the layer of paint to the condition sensor that
enables a determination of the depth of the layer of paint. The
presence and intensity of lower density regions between this paint
and the surface can also be indicative of decreased adhesion of the
marking to the surface.
[0063] When plural layers of paint are present on the portion of
the pavement surface, the electromagnetic waves may be configured
to provide electromagnetic radiation from the layers of paint to
the condition sensor that enable a determination of the density of
at least one layer of paint. Density data may be used to determine
the relative or absolute degree of bonding between layers of paint,
or between a layer of paint and a pavement surface, and to
determine whether a layer of paint is separating or delaminating
from an adjacent layer of paint and/or from the pavement surface,
indicating the need for present or future maintenance.
Additionally, the "banding" of low- and high-density regions over a
depth of paint can be counted and used to determine the number of
layers of paint present. When the electromagnetic waves and
condition sensor are configured to provide data regarding the
density of paint, such data may be used to determine the cure state
of paint. This data is associated with location data, such as GPS
coordinates, in order to associate the readings with a specific
marking on the airfield.
[0064] One example of a process that may be used to measure layers
of material, such as paint, is as follows: [0065] 1. An emitter
directs electromagnetic waves in the ultrasound spectrum towards
the surface of the layers of material [0066] 2. The electromagnetic
waves penetrate the surface, travel at least partially through the
layers of material towards the underlying pavement surface, and
ultrasound radiation is reflected based on the condition of the
material [0067] 3. A condition sensor receives the reflected
ultrasound radiation, which is converted to an electronic signal
[0068] 4. A computing platform analyzes the electronic signal to
generate data on the density of the layers of material through
which the ultrasound waves/radiation traveled prior to being
reflected [0069] 5. The density data is associated with location
data, such as GPS coordinates, to associate the density data with a
specific marking [0070] 6. If a single low-density band is
detected, this indicates the presence of a single layer of material
[0071] 7. If plural low-density bands are detected, the size and
number of bands are analyzed to determine the number of layers, and
either the density of each layer is assigned a value, or the layers
are ranked in relative terms based on density. [0072] 8. The
difference in density between adjacent layers is compared to a
predetermined value or threshold [0073] a. If the difference in
density is below a predetermined threshold, no action is taken
[0074] b. If the difference in density is at or above a
predetermined threshold, indicating a relatively weak bond, the
marking is identified as failing or failed.
[0075] Note that, in addition to assessing the bonding between
plural layers of material, this approach may be used or readily
adapted to assess the bonding between a single layer of material
and a pavement surface, and/or between that layer of plural layers
of material that is adjacent the pavement surface and the pavement
surface.
[0076] The computing platform may be used to compare the first
electronic signal against a reference that is representative of a
target condition of the portion of the pavement surface. Based on
this comparison, the computing platform may determine if there is a
condition variance between the current condition of the portion of
the pavement surface, and the target condition of the portion of
the pavement surface.
[0077] If a condition variance is found, the computing platform may
determine whether the condition variance exceeds a predetermined
threshold and, if so, generate a condition variance record based on
the condition variance.
[0078] Alternatively or in addition to generating a condition
variance record if a condition variance is found and is determined
to exceed a predetermined threshold, the computing platform may be
used to generate condition control signals based on the condition
variance. The condition control signals may be transmitted to a
pavement surface modification system, where they will modify
operation of the pavement surface modification system to reduce the
condition variance.
[0079] The pavement surface modification system may be operable to
perform one or more of placing paint on the pavement surface,
placing reflective beads on the pavement surface, placing water on
the pavement surface, and placing chemical cleaner on the pavement
surface.
[0080] The condition control signals may be operable to modify at
least one of the flow rate of paint, the temperature of paint, the
flow rate of reflective beads, the flow rate of water, the flow
rate of chemical cleaner, the horizontal position of the surface
modification system in relation to the portion of the pavement
surface, the vertical position of the surface modification system
in relation to the portion of the pavement surface, or the velocity
of the pavement surface modification system.
[0081] The removal of features from pavement may involve removing
surface features such as paint, or rubber from vehicle wheels,
including but not limited to rubber on runways from aircraft
landings and/or takeoffs. Alternatively, removal may involve
removing foreign object debris, such as vegetation, live animals or
birds, animal or bird carcasses, pieces from broken lighting
fixtures or signs, misplaced tools or supplies, or dislodged pieces
of pavement material.
[0082] Removal of markings previously placed on pavement, and
removal of rubber marks on runways resulting from aircraft landings
and/or takeoffs, are part of routine pavement maintenance. Both the
removal of markings previously placed on pavement, and of rubber,
may be accomplished by spraying or otherwise placing or directing
fluids on or to the markings or rubber at high pressure. Because of
the volume of fluid that may be involved, removal usually involves
the use of a truck carrying a large tank of fluid, pumps to
pressurize the fluid, and a movable boom or similar extension from
the truck provided with spray heads through which the fluid may be
directed at the pavement surface. While fluid may be provided to a
vehicle on the pavement from a remote location through an umbilicus
or similar arrangement this is generally less desirable, in part
because the umbilicus restricts the range of the removal vehicle,
constitutes an obstacle on the pavement surface and/or in the
pavement environment, and presents the risk of leaks.
[0083] Removal may include recovery of fluid after it has been
placed onto the pavement surface by using suction to pull fluid off
the pavement surface into a collection or holding container. This
can have the advantage of also recovering at least a portion of the
displaced material, such as paint or rubber, being removed, rather
than having it remain on or near the pavement surface. The
recovered fluid may be collected locally, as in a tank or other
container carried or towed by a vehicle, or pumped off the pavement
through a hose, umbilicus, or similar arrangement to a remote
location.
[0084] Because the pumps used to pressurize fluids, such as water,
used for removal of markings operate at relatively high pressures,
structural flaws may develop in the pumps and/or associated
equipment over time. If such flaws are not detected they may
eventually result in failure of the pumping system, including
catastrophic failure. Microfractures can occur that are not readily
detected during typical pump maintenance. Failure of the pumping
system can result in disruption of a maintenance schedule because
the affected parts will need to be replaced or repaired, or a
replacement truck or other removal device will have to be brought
on site to complete the intended removal process, which may incur
additional cost and/or cause delay. Both cost and service
interruptions are drastically decreased when maintenance on flawed
components is performed prior to catastrophic failure. In addition,
catastrophic failure presents the risk of personal injury, damage
to components not directly affected by flaws, and environmental
impacts, such as unintended release of cleaning fluid, requiring
remediation.
[0085] The present process includes configuring an emitter to
generate ultrasound waves directed at those areas of the pump
equipment likely to experience such flaws, and a condition sensor,
such as an ultrasound transducer, configured to receive ultrasound
waves that have passed through or been reflected by those areas.
Multiple emitter/transducer arrays or sweeping sensor techniques
combined with inertial measurement sensors can be used to produce
high-resolution three-dimension density maps. Other techniques for
providing density data, such as acoustic sensing, may also be used.
Characteristic anomalies present in these density maps can be used
to identify flaws before they are significant enough to disrupt
operation, or are visible by visual inspection. As degradation
patterns are developed through continued use, a point of "just in
time" maintenance can be determined, allowing for operation after
the first detection of a flaw. A computing platform may analyze
information from the received waves to detect flaws such as
microfractures, and generate data points, records, alerts, and/or
other output as desired.
[0086] One example of a process for detecting possible pump failure
is as follows: [0087] 1. Continuous or intermittent sensing is
performed on a pump component identified as presenting a risk of
failure. [0088] a. An emitter or plural emitters generate
ultrasound, acoustic, or other suitable electromagnetic waves;
[0089] b. The electromagnetic waves interact with the material to
be analyzed and are reflected, refracted, and scattered based on
the equipment condition and conformation; [0090] c. An appropriate
sensor, such as a transducer for ultrasound waves, detects the
reflected electromagnetic waves [0091] 2. A computing platform
analyzes the data to detect the presence of an anomaly [0092] 3. If
no anomaly is detected, no action is taken [0093] 4. If an anomaly
is detected, its level of severity is determined based on known
degradation patterns [0094] a. If the level of severity does not
exceed a predetermined threshold the equipment may be allowed to
continue operation, and, if the sensing has been intermittent, the
frequency of sensing is increased [0095] b. If the level of
severity exceeds a predetermined threshold or if no determination
is able to be made, pump operation may be discontinued and
maintenance performed to remedy any detected anomaly.
[0096] FIG. 7 presents an example of a mobile platform 50, shown
here in the form of a truck, that may be used in the removal
process. Mobile platform 50 includes removal module 55, cab 51, and
trailer or main body 52. Trailer or main body 52 is provided with
material source 53, which may be water, chemicals, or any other
fluid or fluidizable material, and with pump system 54 to move the
material from material source 53 to removal module 55. Removal
module 55 may be carried by a movable boom 56, which enables
placement of the removal platform as desired. Removal module 55 may
include a spray head assembly through which material is ejected at
sufficiently high pressure to accomplish the desired removal
process which, by way of non-limiting example, may involve removing
paint markings or rubber marking from aircraft take-offs and
landings. Removal module 55 may also include or be accompanied by a
recovery module operable to recover material that has been ejected
onto the pavement surface, and which may include paint and/or
rubber removed by this process.
[0097] The computing platform used in the present process may
include a processor located on the mobile platform, including a
processor located in or integral to the condition sensor, and the
first electronic signal, second electronic signal, and condition
control signals may each be transmitted by wired connection or
wirelessly to or from the processor as applicable. Alternatively,
the computing platform may be a cloud computing platform, in which
case the first electronic signal and second electronic signal may
be wirelessly transmitted to the cloud computing platform, and the
condition control signals may be wirelessly transmitted to the
pavement surface modification system.
[0098] Wireless transmission may take place by any appropriate
method, including but not limited to GSM, WiFi, WiMax, WPAN,
LR-WPAN, WLAN, WMAN, Bluetooth, Zigbee, or LTE transmission. The
selection of the appropriate wireless technology will be readily
made based on factors such as existing wireless
capabilities/communications, geographic location, signal
availability, distances, data rates, location and construction of
nearby buildings, and the like.
[0099] The pavement surface modification system may be operable to
place at least one of paint and reflective beads on the pavement
surface, with the condition control signals being operable to
modify at least one of the quantity of paint being placed, the
color of paint being placed, the location of paint being placed,
the quantity of reflective beads being placed, and the location of
reflective beads being placed.
[0100] During any of assessment, marking, or removal, it may be
desirable or necessary to measure the width of markings with
accuracy. This may be accomplished, for example, by using an image
sensor to capture a digital image of a portion of the pavement
surface, and processing the resulting electronic signal to detect
and/or measure one or more dimensions of a marking contained in the
captured digital image.
[0101] The captured digital image may be a grey scale digital image
or a color digital image. A color digital image may be converted to
a grey scale image, where each pixel in the image is assigned a
value between 0 and 255. This is often referred to as the
brightness value.
[0102] Methods to convert a color digital image to a grey scale
digital image are commonly known and include the lightness,
average, and luminosity methods. Each resulting grey scale value
represents the intensity of light detected by each pixel. For
example, a value of 0 may represent no light detection, or black,
and 255 may represent maximum light detection, or white.
[0103] The grey scale image may represent a painted marking by a
localized grouping of pixels with similar grey scale values that
are significantly different in magnitude from surrounding
pixels.
[0104] The measuring of line width from a grey scale digital image
may require edge detection and width determination. The Canny edge
detector is well known and frequently used in machine vision
applications to detect edges. Other edge detector algorithms may be
used, though may require more parameters and higher computational
capacity than the Canny edge detector. Once the pixels are
identified that represent the edges, width is determined by
counting the number of pixels between subsequent edge pixels in the
direction of measurement.
[0105] Alternatively or in addition to determining the dimension of
a marking or other pavement feature by analysis of information from
the image sensor or other condition sensor, a physical measurement
reference may be provided within the field of view of the condition
sensor. The physical measurement reference may include a series of
marks providing an absolute or relative measurement of length,
width, and/or height of a target, which may be without limitation a
line, stripe, or geometric shape such as a square or rectangle; a
crack, pothole, or other structural flaw in a pavement surface;
foreign object debris; the height of vegetation; or the dimensions
of a sign, lighting fixture, or fence or other barrier. A human
operator and/or computing platform may compare the dimensions of
the target with the physical measurement reference, such as to
determine: whether a paint marking on a pavement surface is of the
correct dimension or dimensions; the type, severity, progression,
and/or appropriate corrective action for a structural flaw in a
pavement surface; the nature of foreign object debris and/or the
need for and type of action to address it; the need for and/or type
of action to address vegetation growth; and the need and/or type of
action to repair or replace a damaged or missing sign, lighting
fixture, or fence or other barrier. The physical measurement
reference may be integral to or attached to a housing, shield, or
other structure used to reduce the effect of ambient
electromagnetic radiation on the condition sensor in a manner that
places it within the field of view of the condition sensor, or may
be a separate component.
[0106] With regard to assessing reflectivity, pavement markings may
have enhanced reflectivity of light due to the deposit of glass or
other reflective beads in a painted area during the marking
process. For purposes of the present discussion reflectivity means
the intensity of white light, which may also be referred to as
broad spectrum light, detected by the pixels of a digital imager or
image sensor, and retroreflectivity means the intensity of white
light detected by the pixels of a digital imager or image sensor
and which originate from, and are directed back to, a source of
directed illumination.
[0107] A captured color digital image may be converted to a grey
scale image, where each pixel in the image is assigned a value
between 0 and 255. This is often referred to as the brightness
value. For example, a value of 0 may represent no light detection,
or black, and 255 may represent maximum light detection, or white.
Methods to convert a color digital image to grey scale are commonly
known and include the lightness, average, and luminosity
methods.
[0108] The reflectivity measurement in the present process may use
a pre-determined histogram of pixels from a desired or target
outcome, which is compared to a histogram of a real-time digital
image captured during the marking process. The histogram may be a
bar graph representing the frequency distribution of the pixel
values in an image. Comparing the predetermined histogram to the
real-time histogram may include determining if the real-time
histogram counts the same number or more pixels above a threshold
brightness value established by the predetermined histogram. In
addition, this comparison may include a measure to determine if a
pixel, or collection of pixels, in the real-time histogram meet or
exceed a maximum brightness threshold established in the
predetermined histogram.
[0109] While assessment of reflectivity has been described above in
relation to a marking on the pavement surface, it may be readily
adapted to measure the reflectivity of other aspects of a pavement
surface, such as an unmarked portion, a portion with incorrect
modification, or a portion having contamination such as from
aircraft tire rubber.
[0110] The determination of color in pavement markings may be made
by comparison to a color reference. When an image sensor captures a
color digital image, each pixel of the image sensor may be assigned
three brightness values indicating the pixel's detection of red,
green, and blue light wavelengths. For example, the pixels of an
image sensor capturing an image of a pure red target would result
in brightness values of 255, 0, and 0, to indicate the relative
detection of red, green, and blue wavelength light,
respectively.
[0111] The color measurement may use a predetermined histogram of
pixels from a desired or target outcome, and compare it to a
histogram from a color image of the portion of pavement surface
being assessed. The histogram may be a bar graph representing the
frequency distribution of all pixel values in an image. Comparing
the predetermined histogram to the histogram of an image from an
actual portion of pavement surface may measure the similarity or
degree of correlation between the two histograms. Color measurement
may be used to determine whether a paint marking present on the
pavement is within specification, or to assess the condition of a
portion of the pavement that has not been deliberately marked, such
as to detect the presence of rubber markings from aircraft tires on
a runway, or of flaws in the pavement surface exposing material
beneath the surface layer. Color measurement may also be used in
connection with assessing the status of lighting adjacent to the
pavement, including whether a light is active or is emitting light
in the desired spectrum or of the desired wavelength(s) or of a
certain intensity or range of intensity.
[0112] Alternatively or in addition to determining color by
analysis of information from the image sensor or other condition
sensor, a physical color reference may be provided within the field
of view of the condition sensor. The physical color reference may
include any desired range of colors, including multiple colors
and/or multiple hues, shades, tints, and/or tones of a single
color. A human operator and/or computing platform may compare the
color of a target, which may be without limitation a marked portion
of pavement surface, an unmarked portion of pavement surface,
foreign object debris, a lighting fixture, a sign, or vegetation,
with the physical color reference. The comparison may be used, for
example, to determine whether a marking is of the correct color;
whether a portion of pavement surface is marked or unmarked;
whether a lighting fixture is providing illumination of a desired
intensity and/or color; or whether a sign is of a desired color or
colors, including whether a sign has weathered or otherwise faded
to a point where repair or replacement may be indicated. The
physical color reference may be integral to or attached to a
housing, shield, or other structure used to reduce the effect of
ambient electromagnetic radiation on the condition sensor in a
manner that places it within the field of view of the condition
sensor, or may be a separate component.
[0113] The techniques described herein may be used to determine the
color of any desired target, included a marked runway surface, an
unmarked pavement surface, foreign object debris, lighting adjacent
to pavement, pavement signs (such as runway and roadway signs), and
vegetation.
[0114] The techniques described herein may also be used to detect,
and alternatively to also correct, the presence of banding between
adjacent paint stripes. Banding can occur when plural, adjacent
spray heads are used to place paint, reflective beads, or other
marking materials on a pavement surface. Each spray head places a
certain width or footprint of marking material on the pavement
surface. When plural spray heads are used, each places a discrete
strip of marking material on the pavement surface; however, when
the spray heads are properly positioned, the edge of one strip
aligns with the adjacent edge of the next strip to present the
visual appearance of a single, wider strip. For example, if the use
of a single spray head would produce a strip of paint approximately
three inches wide, the use of two such spray heads adjacent each
other would ideally produce a single, uniform strip six inches
wide.
[0115] With reference to spray assembly 101 in FIG. 12, as first
marking material 103 leaves first spray head 102 and moves toward
the pavement surface, the leading or forward edge of the first
marking material may become progressively wider than the first
spray head aperture from which the first marking material was
ejected. Because first marking material 103 is exiting first spray
head 102 under pressure, the pattern of first marking material 103
as it leaves first spray head 102 and moves towards pavement
surface 106 tends to widen until it contacts the pavement surface.
Such widening may be a desired characteristic of the marking
process, and spray heads may be designed to produce or increase the
widening effect, as seen in the approximately triangular geometry
of second spray head 104 being used to eject second marking
material 105 in the direction of pavement surface 106.
[0116] As seen in FIG. 13, if spray heads 107 and 108 are distanced
too far from the point at which the materials they are spraying
contact the pavement surface at 111, spray head 107 will produce a
non-overlapping zone 109 of making material in the air, and spray
heads 107 and 108 will produce an overlapping zone 110 of marking
material in the air. As the marking material reaches the pavement
surface at 111, these will produce a marking material stripe 112
from non-overlapping spray on the pavement surface, as well as a
marking material stripe 113 from overlapping spray on the pavement
surface. Marking material stripe 113 will be denser than marking
material stripe 112, resulting in an undesirably non-uniform
pattern of marking material on the pavement surface.
[0117] As shown in FIG. 14, If spray heads 114 and 115 are not
distanced far enough from the point of contact 118 of the marking
material with the pavement surface, spray head 114 will produce a
zone 116 of marking material in the air, spray head 115 will
produce a zone 117 of marking material in the air, and the adjacent
edges of zones 116 and 117 will not converge prior to reaching the
pavement surface at 118. This will result in stripes 119 having a
target density of marking material, and regions 120 having a
lighter density of marking material or no marking material,
resulting in an undesirably non-uniform pattern on the pavement
surface.
[0118] The techniques described herein regarding the use of and
processing of data from image sensors may be used to detect either
of the above conditions, and to generate condition control signals
that will, applicable, increase or decrease the distance between
the spray heads and the pavement surface, and/or change the
orientation of one or more spray heads relative to the surface
and/or each other, depending on the capabilities of the equipment,
to reduce or eliminate the detected condition. These techniques may
also be used to identity the specific spray head or heads creating
either condition, assisting in effective identification and
correction of the problem.
[0119] Excessive and insufficient density of marking may also occur
on a transient basis as the result of temporary issues such as
inconsistencies in the density of material being sprayed from
moment to moment, or the occasional presence of air bubbles in the
flow of material being sprayed. It may therefore be desirable or
necessary to provide a threshold of excessive or insufficient
marking density below which no corrective action will be indicated.
Such a threshold may be based on a determination of the degree,
duration, or physical dimensions of excessive or insufficient
marking on the pavement surface.
[0120] FIGS. 10A-10C present an exemplary approach by which the
present process may be practiced for marking, using a camera as an
example of a condition sensor. After starting the process in step
71, the camera is activated in step 72 to stream images of the
portion of the pavement surface within its field of view to the
computing platform, where machine vision processing is activated in
step 73. Illumination is activated in step 74 to illuminate the
portion of the pavement surface being captured. Additional sensor
inputs are also activated in step 75, such as time-of-day and
location, and configuration parameters such as line width,
reflectivity, and color targets are loaded in the processor in step
76.
[0121] Once marking starts, the width, reflectivity, and color of
the resulting paint line or stripe, as captured by the image
sensor, are measured in steps 77, 78, and 79, respectively, and
associated with the image in step 80. The image is similarly
associated with the corresponding time-of-day, location, and other
peripheral data in step 81. The image and associated data may then
be transmitted to a central server, database, or other location in
step 82, and displayed in connection with their respective target
values in step 83. The process then checks whether the paint
control is in automatic mode in step 84 and, if it is not, skips to
step 87 below.
[0122] If the measured data varies from the target value by a
predetermined threshold and the painting system is under automatic
control as determined in step 84, the computing platform may
generate one or more condition control signals in step 85 based on
the measured variance or variances, and transmit the condition
control signal or signals to the marking system in step 86. The
process then determines whether images from the image sensor have
stopped streaming in step 87. If images have stopped streaming, the
process stops at step 88. If images have not stopped streaming, the
process goes to step 77 and iterates by again measuring the width,
reflectivity, and color of a paint line or stripe captured by the
image sensor; associating those with the image; associating the
image with the corresponding time-of-day, location, and other
peripheral data; transmitting the image and associated data to a
server, database, or other location; displaying the image in
connection with comparison to its respective target values;
creating one or more condition control signals if there is a
variance that exceeds a predetermined threshold; transmitting the
one or more condition control signals to the marking system; and
determining whether images from the image sensor have stopped
streaming.
[0123] Although the process steps described in this application
have of necessity been presented in a certain order, the use of a
specific order is not limiting on, or necessarily required to
practice, the present method. Rather, any order may be used that is
logically possible and consistent with the desired outcome.
[0124] FIGS. 11A-11B present an exemplary approach by which the
present process may be practiced for assessment of a painted
surface, using a camera as an example of a condition sensor. After
starting the process in step 89, the camera is activated in step 90
to stream images of the portion of the painted pavement surface
within its field of view to the computing platform, where machine
vision processing is activated in step 91. Illumination is
activated in step 92 to illuminate the portion of the painted
pavement surface being captured. Additional sensor inputs are
activated in step 93, such as time-of-day and location. A new
captured image is processed by the computing platform in step 94
and analyzed in step 95 to determine whether a flaw is present,
such as missing paint or paint of the wrong color. If a flaw is
detected the image is tagged as such in step 97, and associated
with one or more of flaw data, time-of-day, location, and possibly
other peripheral data in step 96. If no flaw is detected the image
is associated with one or more of flaw data, time-of-day, location,
and possibly other peripheral data in step 96. In either event the
image is then transmitted to a server, database, or other location
in step 98. The process then determines whether images from the
image sensor have stopped streaming in step 99. If images have
stopped streaming, the process stops at step 100.
[0125] If images have not stopped streaming, the process goes to
step 94 and iterates by again processing a new captured image using
the computing platform; analyzing the image to determine whether a
flaw is present; if so, tagging the image with flaw data; whether
or not a flaw is present, associating the image with one or more of
flaw data, time-of-day, location, and possibly other peripheral
data; transmitting the image to a server, database, or other
location; and determining whether images from the image sensor have
stopped streaming.
[0126] It will be apparent that the above examples may be readily
adapted to use for other functions, including but not limited to
measuring paint depth, assessing the cure state of paint, assessing
paint layer delamination, assessing reflectivity, detecting
pavement surface contamination, removing pavement surface
contamination, and detecting foreign object debris.
[0127] The data generated and collected using the present process
may find a number of uses. Data may be used in real time to ensure
proper placement, or correction, of markings to ensure that they
are present at the correct location, of the right dimensions,
having the correct color, and/or possessing the correct
retro-reflectivity. Alternatively, data may be used in real time to
ensure proper removal of pavement markings or pavement surface
contaminants by assessing the condition of a pavement surface
before and/or after cleaning.
[0128] Such data may also be stored for later use, such as to
generate work orders for pavement maintenance; to estimate material
and/or manpower requirements for pavement maintenance; to check
against and/or, as needed, replenish inventory of supplies needed
for pavement maintenance; to create design, as-built, or other maps
of pavement such as runways, runway areas, roadways, or roadway
areas; or to document compliance with applicable rules and
regulations. A historical record of such data may be used to
generate a predictive model of which areas of pavement will need
what types of maintenance at what times. Such data may also be used
to better understand, and anticipate or mitigate against,
degradation of pavement conditions. For example, a pattern of
pavement surface cracks that grows over time may indicate the
presence and location of a subsurface fault, or of defective
pavement material; or, the data may indicate a correlation with a
pattern of aircraft landings and/or take-offs, including aircraft
types; or a correlation with weather conditions, such as the
directions of prevailing winds or recurring storm fronts.
[0129] While the present process has been described with reference
to particular embodiments, it will be understood by those skilled
in the art that various changes may be made and equivalents may be
substituted for elements thereof without departing from the
intended scope. In addition, many modifications may be made to
adapt a particular situation or material to these teachings without
departing from the intended scope. In particular but without
limitation, the present description has generally referred to
pavement surfaces and environments such as roadways and runways;
however, the processes and concepts disclosed herein may be applied
in connection with other exterior and interior surfaces and
environments, including but not limited to courts and fields used
for sports, vehicle parking surfaces, roadway rest stops, and their
respective environments.
[0130] Therefore, it is intended that the scope not be limited to
the particular embodiments disclosed herein, but rather will
include all embodiments falling within the scope and spirit of the
appended claims.
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