TECHNICAL FIELD

The present invention relates to vehicles, and particularly but not exclusively to airside support vehicles. The invention also relates to a retro-fit apparatus for converting a vehicle, method of charging a vehicle, airside support systems, and computer- implemented methods of reducing maintenance required on battery powered airside support function equipment that is used intermittently. The invention is also especially applicable to warehousing vehicles or dockside vehicles for logistical supply of items in warehouses.

The present invention also relates to methods of providing electrical power to a battery powered self-propelled vehicle in an operating environment, reducing inefficiencies in a logistical system comprising a plurality of vehicles, and increasing the useful operational time of electrical airside support vehicles on an airfield. The invention also relates to energy storage vehicles and logistic systems, and particularly, but not exclusively, vehicles and logistic systems for use in airside environments.

The present invention also relates to methods of controlling or monitoring remote controlled vehicles, particularly but not exclusively to computer-implemented methods of controlling or monitoring remote controlled vehicles, and particularly but not exclusively to computer-implemented methods of controlling airside support vehicles. The invention also relates to control vehicles for controlling remote controlled vehicles, retro-fit apparatuses for converting a vehicle into a remote controlled vehicle, remote controlled vehicles, and transportation and/or logistics systems, particularly but not exclusively airside transportation and/or logistics systems.

BACKGROUND

Airside operations and other logistical environments, such as warehouse or docksides, often utilise many vehicles for transporting cargo, baggage and sometimes people. The vehicles will often be operational for long shifts and will be in constant use or intermittent use. The vehicles are therefore usually internal combustion engine driven, as refuelling take seconds or at most minutes compared to the hours that are usually required for battery powered vehicles to recharge. Where battery vehicles are used they are normally only operational over shorter shifts, or are required to be substituted by further vehicles whilst charging. In advanced systems underground inductive charging may be used. This requires a considerable investment and the installation of new infrastructure. Such an upheaval would mean significant loss of time and money for somewhere like an airport, with runways and parts of the airport apron, and airside environments unable to be used for weeks and perhaps months.

Airside environments, such as in airports, and other logistically intensive environments require a lot of personnel to be run effectively. Whilst human control is good for some tasks there is an inherent risk of human error in any human controlled system. It is therefore desirable to increase efficiency of operations. Efficiency can be measured in terms of minimising downtime such as wait-times, maximising speed of delivery and embarkation and disembarkation of passengers, maximising utilisation of available space and vehicles, and minimising energy usage. Another aspect of efficiency can be reducing accidents. Airside vehicles under human control do sometimes strike aircraft, causing costly delays to flights, and costly repairs being needed for aircraft. It is common for aircraft operators to have a spare aircraft or two at an airport in case a scheduled aircraft is damaged and cannot fly. This is expensive. Due to constraints such as regulatory constraints and practical constraints, known airside logistics systems include a number of drawbacks, many of which impact upon efficiency. Similar drawbacks are also applicable to other logistics systems, of which airside logistics systems may be considered a subset. For example, storing and retrieving goods in warehouses or at a shipyard or railway or road freight distribution centre are other areas where the present invention also can be used.

Whilst some automation of systems has been posited in some environments, autonomous systems are expensive and require the replacement of a lot of equipment. This expense and complexity makes the changing of systems to fully autonomous systems unsuitable, as the costs and delays that are incurred in making the changes make them unachievable.

It is an aim of the invention to alleviate or solve problems associated with the prior art. STATEMENTS OF INVENTION

According to an aspect of the invention there is provided a vehicle. The vehicle is self- propelled and configured to be operable without a driver present in the vehicle. The vehicle comprises a charging apparatus and a traction motor. The charging apparatus is configured to receive a charge from an external point. The vehicle is configured to receive the charge whilst the vehicle is in motion, and/or or whilst it is carrying out its airside support function.

According to another aspect of the invention there is provided a vehicle. The vehicle is self-propelled and configured to be operable without a driver present in the vehicle. The vehicle comprises a charge receiving apparatus configured to receive a charge from an external point, a charge delivering apparatus configured to deliver a charge from an external point and a traction motor. The vehicle is configured to receive or deliver the charge whilst the vehicle is in motion, and/or or whilst it is carrying out its airside support function.

The vehicle may be an airside support vehicle.

The vehicle may be operable in an autonomous mode or be fully autonomous.

The vehicle may be remotely controllable. The remote control of the vehicle may be undertaken by a human or an on board or off board computer.

The traction motor may be a bodily translation electric motor adapted to move the vehicle between different places airside.

The vehicle may further comprise an effector motor. The effector motor may be adapted to move a component on the vehicle to perform a non- vehicle moving action, such as moving a component of the vehicle not associated with translocating the vehicle.

The vehicle may be adapted to receive a charge whilst either or both of the effector motor and bodily translation motor are operating.

The charging apparatus may be an inductive charging apparatus. The charging apparatus may be positioned at a fore and/or an aft position on the vehicle.

The charging apparatus may be arranged to have an induction coupling plate extending generally vertically. Vertically orientated plates are less likely to catch water when it rains on them, and are less susceptible to people stepping on them and damaging them or putting things on them as if they were a shelf, and are less likely to collect debris that will interfere with energy transfer. The charging apparatus may instead (or additionally) be arranged to have an induction coupling plate extending generally longitudinally.

The generally vertically extending coupling plate may be configured to pass charge in a generally longitudinal direction with another vertically extending coupling plate on another vehicle.

The generally horizontally extending coupling plate may be configured to pass charge in a generally vertical direction with another horizontally extending coupling plate on another vehicle.

The generally longitudinally extending coupling plate may be configured to pass charge in a generally latitudinal direction with another longitudinal extending coupling plate on another vehicle.

The charging apparatus may comprise a plurality of charging regions on the vehicle.

The plurality of charging regions may comprise a first charging region positioned on a front of the vehicle and a second charging region positioned on a back of the vehicle. The coupling plate at the front of the vehicle may be at a slightly different height to that at the rear of the vehicle so that in use when two similarly equipped vehicles are end to end the charging plates can overlap closely enough for inductive power transfer.

The vehicle may be configured to be arranged into a platoon of vehicles and an electrical connection made between vehicles in the platoon such that the vehicles can share charge between them. The plurality of charging regions may comprise charging regions positioned on a side of the vehicle. Positioning a charging region on sides of the vehicle can allow vehicle to share power whilst operating or moving side by side rather than following one another.

The plurality of charging regions may comprise charging regions positioned on another surface of the vehicle, for example the top or the bottom of the vehicle.

The vehicle may further comprise an energy storage means. The energy storage mans may be either a battery or a supercapacitor, or possibly both. It can be a lot faster to charge a supercapacitor, but a battery may be able to hold more charge, possibly for longer, for a given cost.

The vehicle may not comprise an energy storage means. Whilst the vehicle may have smaller energy storage means or otherwise less ‘heavy duty’ energy storage means, it may not have an energy storage means for storing energy for tractive purposes. In other words the vehicle may not comprise an energy storage means for providing power for a bodily translation electric motor. Not having energy storage means, or a smaller, lighter, energy storage means can enable the vehicle to be made more simply and much more cheaply, with fewer maintenance requirements. The vehicle may only be required to move at limited times.

The vehicle may not comprise a charge delivering apparatus.

The vehicle may comprise a distance and/or a proximity sensor, such as a radar, lidar, camera, stereo camera, or ultrasonic sensor.

The vehicle may comprise a recognition sensor adapted to enable the recognition of an article that it is to interact with, or an article in its environment, for example airside equipment and/or position of the vehicle on an airfield.

The vehicle may be an autonomous vehicle and/or is operable in an autonomous mode.

The vehicle may be configured to follow a preceding vehicle at a predetermined distance and to receive and/or provide an electrical charge from and/or to the preceding vehicle. The vehicle may be an airside support vehicle, such as a baggage handling or transporting vehicle, mobile stairs for passenger use in boarding and leaving an aircraft, a movable air bridge walkway adapted to a connect to an aircraft, baggage handling conveyor belt vehicle, a fuel bowser, de-icing vehicle or equipment, a push back tug or aircraft towing tug, a personnel or passenger transport vehicle, a catering vehicle adapted to bring food to and from an aircraft, an effluent disposal vehicle adapted to remove human effluent from an aircraft.

The vehicle may comprise a battery charge assessor adapted to assess the charge in a battery of the vehicle and communicate that to a charge sharing controller adapted to determine whether to take action to further charge the vehicle battery or to use the existing charge in the vehicle battery to charge another vehicle.

The vehicle may be a self-propelled, autonomous airside dolly.

According to another aspect of the invention there is provided a transport system comprising a plurality of vehicles according to the preceding aspect

The transport system may be an airside transport system.

According to another aspect of the invention there is provided a retro-fit apparatus for converting a vehicle into a vehicle of the first aspect.

According to another aspect of the invention there is provided a method of charging a vehicle. The method comprises providing a first charging means on a first vehicle, providing a second charging means on a second vehicle, bringing the first vehicle proximal to the second vehicle to a power sharing relative orientation and positioning such that the first and second charging means are in power-sharing communication, and passing electrical power between the first and second vehicle. The method further comprises using a computer processor to control the first and/or second vehicle to manoeuvre the first and optionally the second vehicle to be in the power sharing relative orientation and positioning.

The method may further comprise providing a third charging means and a fourth charging means. The third charging means may be on the second vehicle and electrically connected to the second charging means. The fourth charging means may be on a third vehicle. The method may further comprise bringing the second vehicle and the third vehicle proximal to each other to a power sharing relative orientation and positioning such that the third and fourth charging means are in power-sharing communication.

The method may further comprise bringing a fourth vehicle proximal to the third vehicle in the same manner as the third vehicle is brought proximal to the second vehicle. Any number of further vehicles may be brought into a platoon formed by the vehicles.

The method may further comprise providing electrical power transfer communication between all three of the first, second and third vehicles such that electrical power can be provided to all three vehicles from a single electrical source, for example an electrical supply vehicle acting as a mobile charging station, or an immobile charging station.

The first vehicle may comprise an energy storage means. The energy storage means may be a battery or a supercapacitor.

The second vehicle may not comprise an energy storage means.

The second vehicle may comprise an energy storage means having an energy capacity smaller than an energy capacity of the energy storage means of the first vehicle.

According to another aspect of the invention there is provided an airside support system adapted to support aircraft at an airport. The system comprises a plurality of airside support vehicles that are self-propelled and configured to be operable without a driver present in the vehicle. The vehicles further comprise charging apparatus configured to receive a charge from an external point, and a traction motor adapted to move the vehicle over the airside space at the airport, for example on the airport apron. The vehicles are configured to receive a charge whilst they are in motion, and/or or whilst they are carrying out their airside support function. The system further comprises a charging controller adapted to control the vehicles so as to cause a first selected vehicle to move to second selected vehicle and to move close enough to enable their charging apparatus to be able to transfer power from one of the vehicles to the other whilst the first vehicle is moving to or from its next intended position on the airfield and/or whilst the first vehicle is carrying out its support function. The charging controller is adapted to cause power to be transferred between the first and second vehicles whilst they are moving over the airfield or whilst the first vehicle is performing its support function.

Another place in addition to the airport apron where vehicles can share power is airside at a baggage handling facility.

The vehicles may have charge storage means and sensors adapted to provide information on the level of charge stored in the charge storage means to the charging controller. The charging controller has access to the future tasks scheduled for the vehicles, and the positions on the airfield that the future tasks are to be performed, and determines whether a particular vehicle needs more charge to perform its future tasks and to travel to the location or locations that those tasks are scheduled to be performed, and if so is adapted to select another vehicle to provide charge to said particular vehicle, and is adapted to cause one or both of the said particular vehicle and the another vehicle to move to be in charging proximity and orientation relative to the other, and is configured to cause charge to be shared between the two vehicles.

The charging controller may be adapted to select said another vehicle using information relating to the scheduled tasks that said another vehicle needs to perform and when they are to be performed, the charge it will take to perform them, whether there is sufficient charge to give charge to the particular vehicle and still perform the scheduled tasks of the another vehicle, and whether there is sufficient time, allowing for charge transferring time, for the another vehicle to divert from its scheduled movements to travel to the location of the particular vehicle, or a location both the particular vehicle and said another vehicle can reach.

The charging controller may be adapted to select said another vehicle in circumstances where it determines that it does not have sufficient charge to give power to the selected vehicle and also complete its scheduled tasks. The charging controller may be adapted to either (i) transfer one or more scheduled tasks from said another vehicle to a further vehicle so that said another vehicle does have sufficient charge and time to share charge with said selected vehicle and complete its adjusted remaining scheduled tasks, and/or (ii) cause the said another vehicle and a yet further vehicle to meet up to charge the said another vehicle so that it can complete the remainder of its scheduled tasks, the charging controller causing the said another vehicle and the yet further vehicle to share power either before or after said another vehicle shares power with the selected vehicle.

The references to airside support function in any of the preceding aspects may be removed and the vehicle, system, or method may instead be a warehouse system vehicle or method for moving goods between warehouse arrival locations, storage locations, and warehouse departure locations, or wherein the system, method or vehicle comprises a goods delivery logistical supply vehicle, method or system for delivering goods from a warehouse to a customer.

According to another aspect of the invention there is provided a computer-implemented method of reducing maintenance required on battery powered airside support function equipment that is used intermittently, the method comprising automatically bringing a battery charging vehicle to the equipment at a time when the equipment is to be used and charging the equipment shortly before or whilst it is being used, thereby ensuring that there is sufficient power for the equipment to perform its function when it is needed.

According to another aspect of the invention there is provided a method of converting an airside vehicle into an airside vehicle in accordance with the preceding aspects. The method comprises fitting a battery or supercapacitor or other electrical storage means to the vehicle, fitting a translocation electric motor to the vehicle for moving the vehicle bodily, fitting a charge receiving and a charge delivering apparatus to the vehicle, fitting a controller to the vehicle, and fitting a communication system to the vehicle, the communication system configured to be in communication with the controller and further configured to communicate wirelessly with other controllers and/or vehicles, and the controller being adapted to control the movement of the vehicle and/or to control power sharing between the vehicle and another electrically powered vehicle having complementary charge receiving and/or complementary charge delivery apparatus.

According to an aspect of the invention there is provided a method of providing electrical power to a battery powered self-propelled vehicle operating in in an operating environment. The method comprises providing an energy storage vehicle, providing energy to the energy storage vehicle at a remote energy provision point, driving the energy storage vehicle to an operating environment, and providing energy to a work vehicle operating in the operating environment using the energy storage vehicle. The energy store may be a chemical energy store, such as a battery or a fuel tank, or a kinetic energy store such as a fly wheel, or any other suitable form of energy storage. Providing energy to the electric work vehicle when the energy store is fuel may comprise burning fuel in an engine of the vehicle to power an electricity generator mounted on the vehicle and then forming an electrical connection between the energy storage vehicle and the work vehicle.

According to an aspect of the invention there is provided a method of providing electrical power to a battery powered self-propelled vehicle in an operating environment. The method comprises providing an electrical energy storage vehicle, providing electrical energy to the energy storage vehicle at a remote energy provision point, driving the electrical energy storage vehicle to an operating environment, and providing electrical energy to an electric work vehicle operating in the operating environment using the electrical energy storage vehicle.

Using an energy storage vehicle to transfer energy from a remote energy provision point improves efficiency (both energy and time) and reduces maintenance requirements. In a situation where there are a plurality of work vehicles, possibly several or tens of them, a fewer number of energy storage vehicles, possibly only a single vehicle, is/are required to travel to and from the energy provision point and the other work vehicles are able to keep working. Less energy and time is spent moving from point to point with multiple vehicles and less overall mileage is accumulated by the vehicles.

By remote it is meant that the energy provision point is spatially separated from the operating environment. The operating environment may be airside at an airport, for example the apron near the runway and terminals, for example at or near aircraft taxiways, runways, stands, jetways, baggage handling halls, etc. The remote energy provision point could be some considerable distance from some of the aircraft stands or jetways, taxiways, runways or baggage handling halls, for example 500m, 1000m, 1500m, 2000m, 2500m, or more.

There may be multiple remote energy provision points and the energy storage vehicle may be provided energy at an energy provision point closest to the operating environment associated with the work vehicles that it is to service, or with current availability (i.e. not currently being used to provide energy to another vehicle), or the remote energy provision point that the energy storage vehicle uses may be determined by an algorithm that uses availability of charging space/refuelling space at the remote energy provision point and proximity to the work vehicles that it will go on to service with its next fuel load/charge.

The method may further comprise receiving a communication comprising an energy request for a work vehicle in the operating environment.

The energy storage vehicle can then possibly limit or control its movements to only responding to requests, further increasing efficiencies (and of course to returning to a remote energy provision point for replenishing with energy).

The method may further comprise assessing an energy level of the work vehicle (or a plurality of work vehicles) and generating the energy request(s) in dependence on a charge state of the work vehicle(s). The energy request(s) may be generated when the charge state of the battery or other electrical power source of a vehicle drops below a threshold.

Assessing an energy level may comprise assessing a current state of charge of a battery of the vehicle. The method may also further comprise assessing a predicted power usage over a next predetermined time period, and generating the energy request in dependence upon when the energy level of the vehicle is predicted to drop below a threshold. The prediction of energy usage of a vehicle, or of a plurality of vehicles, may include using a planned schedule of work activity for the vehicle(s).

Providing energy to the work vehicle may comprise bringing the work vehicle and the energy storage vehicle together and forming an electrical power transfer connection between the energy storage vehicle and the work vehicle in order to charge the work vehicle. The work vehicle may move closer to the energy storage vehicle to meet it part way, or the work vehicle may carry on with its scheduled tasks and the e ergy storage vehicle come completely or substantially to it.

Bringing the energy storage vehicle and work vehicle together may comprise bringing the energy storage vehicle and work vehicle end to end, side to side, or side to end. Multiple work vehicles may be brought together with the energy storage vehicle. The electrical connection may be formed using inductive charging. The electrical connection may instead be formed using a physical connection, such as a plug and socket. The physical connection may be made automatically, for example using a robotic arm, or manually, with a ground crew member making the connections.

The energy storage vehicle may be driven autonomously.

The work vehicle may be driven autonomously.

Providing energy to the energy storage vehicle may comprise charging a battery (or batteries) of the energy storage vehicle. Using a battery can remove the fuelling requirements for work vehicles of conventional airside environments. Vehicles can therefore have zero tailpipe emissions making them more suitable for moving between inside and outside environments.

Providing energy to the energy storage vehicle may comprise charging a supercapacitor (or supercapacitors) of the energy storage vehicle. Using a supercapacitor allows for a longer lifetime of the energy storage vehicle and/or reduces its servicing requirements as a supercapacitor is more tolerant of charge and discharge cycles over a battery. A supercapacitor can also accept and deliver charge faster than a battery, allowing for more efficient use of time and higher utilisation of the energy storage vehicle.

Providing energy to the energy storage vehicle may comprise pumping fuel into a fuel tank of the energy storage vehicle. The fuel may be used in an on-board genset (generator set) of the energy storage vehicle for providing electrical power to the work vehicles. Using hydrocarbon fuel can provide a large energy storage density for the energy storage vehicle and can provide for longer energy storage periods over using a super capacitor or a battery.

The method may comprise the electrical energy storage vehicle providing energy to multiple work vehicles in the operational environment.

Charging the work vehicle may takes place whilst the work vehicle is moving and/or whilst it is performing its work task. Charging the work vehicle may comprise the work vehicle temporarily stopping its work to park and connect with the energy storage vehicle.

The method may comprise bringing the work vehicle and the energy storage vehicle side to side in order to charge the work vehicle.

The method may comprise bringing the work vehicle and the energy storage vehicle end to end in order to charge the work vehicle.

The operating environment may be a work zone within an airside environment.

The remote energy provision point may be located within the airside environment but outside of the operating environment.

The method may further comprise planning a route and/or a schedule for the energy storage vehicle to charge a plurality of work vehicles.

The work vehicle may be an airside luggage or cargo transport vehicle such as a luggage or cargo dolly.

The work vehicle may be one of the following vehicles: a set of movable aircraft stairs, a catering vehicle, a honey truck (an aircraft human effluent disposal vehicle), a hydrocarbon fuel bowser, a passenger or aircrew or ground crew transport, a luggage or cargo handling conveyor belt, a scissor lift, a de-icer, a push back tug, and an aircraft escort vehicle (e.g. a vehicle adapted to show aircraft a selected runway exit path).

According to another aspect of the invention there is provided a method of reducing inefficiencies in a logistical system comprising a plurality of vehicles. The method comprises: providing an energy storage vehicle, providing energy to the energy storage vehicle at a remote energy provision point, driving the energy storage vehicle to an operating environment, and providing energy to a work vehicle operating in the operating environment using the energy storage vehicle.

According to another aspect of the invention there is provided an energy storage vehicle for use in the method of any of the above aspects or embodiments of the invention. The vehicle comprises: a motor for providing propulsion for the energy storage vehicle, an energy storage means, a first charging apparatus for receiving electrical power from a static charging point, and a second charging apparatus for providing electrical power to further vehicles.

Alternatively the energy storage vehicle may have propulsion means adapted to move it around physically, and an electricity generator that generates electricity for powering electrical work vehicles, and charging apparatus for providing electrical power to other, work vehicles. The electricity generator could be one that converts hydrocarbon fuel, or hydrogen, into electrical power, or possibly solar power into electrical energy, or both. Solar powered generators have their limitations but could be used in some situations, possibly in addition to a hydrocarbon or hydrogen powered generator. The energy storage vehicle could have electrical energy storage means (e.g. a battery or supercapacitor) to store electrical energy that it generates using its generator.

The second charging apparatus may comprise a plurality of charging apparatuses.

At least one and preferably all of the charging apparatuses may be an inductive charging apparatus.

The or each inductive charging apparatus may be mounted in a vertical plane. The electrical connection that is provided to charge the work vehicles may therefore be formed horizontally between vehicles

The energy storage vehicle may have at least four sides. A plurality of sides of the energy storage vehicle may have charging apparatus located on them, for example the front and back, or the side, or each side may have a charging apparatus located upon it. At least one of the sides may have a plurality of charging apparatus located upon it.

According to another aspect of the invention there is provided a logistics system comprising: a plurality of work vehicles configured to receive energy from an energy storage vehicle, an energy storage vehicle configured to provide energy to one or more of the plurality of work vehicles, a computer device configured to issue commands to the energy storage vehicle and the plurality of work vehicles. The plurality of work vehicles, the energy storage vehicle and the computer device are in communication and the computer device is configured to assign tasks to the energy storage vehicle to recharge the work vehicles.

The system may comprise a plurality of energy storage vehicles and each energy storage vehicle may be assigned to a group of work vehicles.

The groupings of the work vehicles into groups are not necessarily fixed and may be changed over time. The energy storage vehicles may be re-tasked to different operating environments and different groups of work vehicles, possibly on the fly as they move around.

The vehicles may be located within an airside environment. Another area of use is in warehouses, possibly automated warehouses, or in ports or railyards for cargo handling.

The energy storage vehicles and the plurality of work vehicles may be autonomous vehicles.

According to another aspect of the invention there is provided a method of increasing the useful operational time of electrical airside support vehicles on an airfield. The method comprises bringing an electrical charging vehicle to the vicinity of the support vehicle on the airfield and charging the support vehicle in situ in its working environment or close to its working environment, thereby avoiding the need for the support vehicle to spend downtime travelling to a fixed recharging point further away.

The method may comprise charging a plurality of electrical charging vehicles at a charging station, and moving the plurality of charged electrical charging vehicles to a plurality of different, possibly temporary, locations on an airfield. The method may further comprise bringing a plurality of support vehicles to the charging vehicles and charging the support vehicles using the charging vehicles, at least one charging vehicle, and optionally a plurality of them, having a cluster of support vehicles in charging communication with themselves so as to have a single charging vehicle charging more than one support vehicle simultaneously.

The support vehicles can be considered to be work vehicles. The method may comprise at least the work vehicles and optionally the charging vehicles, being computer controlled and the computer determining the location of the work vehicles and using that to determine which work vehicles will move where to meet which charging vehicle, dependent upon the position of the work/support vehicles, the charge they need, and the charge available in the particular charging vehicle to which they are sent by the computer, and after determining which work/support vehicle will go where, controlling the support/work vehicles to move to the determined location applicable to them.

The charging vehicles may be computer controlled and the computer automatically determines a respective charging location where it is advantageous to send each charging vehicle and automatically moves the charging vehicles to their determined respective charging locations and automatically moves the support vehicles to their determined charging locations and causes the automated charging of the support vehicles.

According to another aspect of the invention there is provided a method of reducing maintenance on airside support vehicles. The method comprises bringing an electrical charging vehicle to the vicinity of the support vehicle on the airfield and charging the support vehicle in situ in its working environment or close to its working environment, thereby avoiding the need for the support vehicles to drive as far to recharge and therefore reducing wear.

According to another aspect of the invention there is provided a method of reducing energy used to recharge an airside support vehicle. The method comprises bringing an electrical charging vehicle to the vicinity of the support vehicle on the airfield and charging the support vehicle in situ in its working environment or close to its working environment, thereby avoiding the need for the support vehicles to drive as far to recharge and therefore collectively less energy is used. Driving a single electrical charging vehicle to meet and feed several airside support vehicles uses less energy than driving each airside support vehicle further to a fixed remote charging station.

According to an aspect the invention comprises a computer-implemented method of controlling or monitoring a remote controlled vehicle, the method comprising: providing a first sensor remote to the remote controlled vehicle; providing a second sensor remote to the remote controlled vehicle and the first sensor; using information from the first and second sensors to determine relevant distances in an operating environment of the remote controlled vehicle; executing a planned manoeuvre of the remote controlled vehicle, the planned manoeuvre comprising: a bodily movement of the remote controlled vehicle in the operating environment, and/or a movement of a component of the remote controlled vehicle relative to a body of the remote controlled vehicle; and using the determined distances to control or monitor a position and movement of the remote controlled vehicle when executing the planned manoeuvre.

The planned manoeuvre may be stored in a computer readable memory and a computer processor may access the memory to control the vehicle.

The remote controlled vehicle comprises a body which is capable of moving across the ground of the operating environment. For example, the body may comprise a chassis and one or more wheels rotatably mounted to the chassis. The wheels may be in contact with the ground of the operating environment, in use, to enable the body to move across the ground of the operating environment. A ‘bodily movement’ of the remote controlled vehicle refers to translation of this body of the remote controlled vehicle across the ground of the operating environment from a first location to a second location.

The remote controlled vehicle may comprise a component such as a platform of a scissor lift. The planned manoeuvre of the remote controlled vehicle may comprise a movement of the component relative to a body of the remote controlled vehicle, i.e. relative to another part of the remote controlled vehicle. The body may be the body capable of moving across the ground of the operating environment as described above, or any other body of the remote controlled vehicle.

Other examples of components of the remote controlled vehicle which are moveable relative to a body of the remote controlled vehicle include: passenger embarkation/disembarkation steps which are moveable relative to the body of the remote controlled vehicle to extend towards or away from an aircraft door; an airbridge which can be extended towards or away from an aircraft door; and a height-adjustable luggage conveyor belt. Relevant distances may comprise distances between the remote controlled vehicle and objects in the operating environment that the remote controlled vehicle is to interact with or avoid, or between objects in the operating environment.

The method may comprise providing one or more further sensors in, addition to the first and second sensors, remote from the remote controlled vehicle and from each other. The method may comprise using information from the one or more further sensors to determine relevant distances in the operating environment and using the determined distances to control or monitor a position and movement of the remote controlled vehicle when executing the planned manoeuvre.

Having at least two sensors remote to the remote controlled vehicle allows for better measuring/establishment of distances between the remote controlled vehicle and objects in the operating environment (e.g. an aircraft at an airport) by having different fields of view from the at least two sensors. This avoids blind spots and enables trigonometric assessment of distances (and the use of time stamps and processing of distances over time to determine speeds of movement). It also allows the detection of “foreign” unexpected bodies that may interpose themselves in the operating environment - such as people who step into the way, or a door that swings open, or some other unexpected obstruction that might not be properly visible from just the one sensor.

The remote controlled vehicle itself may have one or more sensors in addition to the remote first and second sensors.

In some embodiments one of the first and second sensors is on the vehicle rather than being off-vehicle.

The method may comprise using the determined distances to determine a measured position and movement of the remote controlled vehicle, and comparing the measured position and movement of the remote controlled vehicle to an expected position and movement of the remote controlled vehicle expected in the planned manoeuvre, and using the comparison in controlling or monitoring the remote controlled vehicle when executing the planned manoeuvre. Whilst “vehicle” primarily takes its usual definition it this term, it is also intended to include other moving apparatuses that may be found in various logistics environments. For example, in an airport the remote controlled vehicle may be a jetway, nominally part of a building, but movable, mobile stairs for driving to an aircraft for passenger use, catering or luggage or cargo transport platforms such as conveyor belts or scissor lifts, de-icing machines, things that are moved relative to aircraft on the airport apron during the operation of aircraft.

The planned manoeuvre may have an operational envelope of acceptable positions and speeds of movements of the remote controlled vehicle and/or the component of the remote controlled vehicle, for example relative to the operational environment (often relative to an aircraft) and the method may comprise monitoring the actual movement of the remote controlled vehicle and/or the component of the remote controlled vehicle to ensure it is within the operational envelope. The method may comprise modifying an existing planned manoeuvre if the remote controlled vehicle and/or the component of the remote controlled vehicle is determined to be outside of the operational envelope. The modifying of an existing planned manoeuvre may comprise stopping the movement of the remote controlled vehicle and/or the component of the remote controlled vehicle. This could, for example, take the form of an intervention to prevent collision.

The method may comprise alerting a human operator (for example a driver) of the remote controlled vehicle if a collision is predicted. Alerting the human operator may be done as well as or instead of controlling the remote controlled vehicle. The method may comprise monitoring an implementation of the planned manoeuvre by a human operator of the remote controlled vehicle and outputting information to the human operator to alert them when a collision is potentially likely if they do not alter the way they are controlling the vehicle. The method may not comprise a computer executing a stored planned manoeuvre of the vehicle - the human driver /operator may just decide what to do on their own.

The method may comprise automatically implementing a modifier on a human controlled input, for example when movement of the remote controlled vehicle and/or the component of the remote controlled vehicle is outside an operational envelope. The modifier may be a scaling factor. The modifier may reduce a speed request or the output speed provided in dependence upon the speed request. In this way controls may provide finer, slower control when in proximity to obstacles. For example, the remote controlled vehicle may be powered by an electric motor and a normal speed request (for example input via a pedal or lever) may implement between 0 and 100% of the motor’s power or speed of movement of the vehicle or component output. The method may comprise modifying this so that the speed request can only implement between 0 and 20% of the motor speed output, scaling the input speed request back by a factor of 5. This scaling factor may increase or decrease in dependence upon object proximity.

At least one of the first and second sensors may be provided on a control vehicle, separate from the vehicle being controlled to perform a work task.

The first and second remote sensors may be provided on first and second control vehicles respectively.

The first and second vehicles may be positioned relative to the remote controlled vehicle so as to obtain different fields and angles of view for the planned manoeuvre.

The or each control vehicle may be an autonomous vehicle.

The or each control vehicle may be an airside vehicle in an airport environment, such as a cargo or baggage handling vehicle.

The method may comprise establishing a control link between the or each control vehicle and the remote controlled vehicle, and providing control commands via the control link to execute the planned manoeuvre. The method may comprise removing the control link after the planned manoeuvre has been completed.

A computer may use data from the first and second sensors and monitor an implementation of the planned manoeuvre by a human operator of the remote controlled vehicle. The computer may override the human implemented manoeuvre if the human implemented manoeuvre is predicted to result in a collision. The computer may issues a warning to a human operator of the remote controlled vehicle before a collision occurs.

The method may further comprise outputting an intervention report if the planned manoeuvre prevented a collision. The first sensor may provide data comprising remote controlled vehicle positional data and first sensor position data. The second sensor may provide remote controlled vehicle positional data and second sensor position data.

A computer may apply a modifier to a human control input, for example a speed reduction in the speed of the bodily movement of the remote controlled vehicle and/or the movement of the component of the remote controlled vehicle.

The method may further comprise creating or populating a 3D live map. The 3D live map may include position data for the remote controlled vehicle, the first sensor and the second sensor.

The remote controlled vehicle may be an airside support vehicle. The airside support vehicle may be, for example, a baggage handling or transporting vehicle, mobile stairs for passenger use in boarding and leaving an aircraft, a movable air bridge walkway adapted to connect to an aircraft, a jetway connected to a building and adapted to connect to an aircraft, a baggage handling conveyor belt vehicle, a fuel bowser, de-icing vehicle or equipment, a push back tug or aircraft towing tug, a personnel or passenger transport vehicle, a catering vehicle adapted to bring food to and from an aircraft, an effluent disposal vehicle adapted to remove human effluent from an aircraft.

The or each control vehicle may have multiple functions. At least one of the functions may be to provide a sensing platform for use in the method.

Upon completion of the planned manoeuvre, the control vehicle may proceed to carrying out one or more of its other functions.

One of the other functions the control vehicle may have is loading or unloading cargo.

The method further may further comprise logging a last known location of the remote controlled vehicle.

The method further may further comprise logging the manoeuvre. According to another aspect of the invention there is provided a control vehicle configured to control or monitor a remote controlled vehicle, the control vehicle comprising: a sensor for measuring distances in an operating environment of the remote controlled vehicle; a transceiver for communicating with the remote controlled vehicle and a further control vehicle; and a processor for planning a manoeuvre for the remote controlled vehicle or for executing a previously planned manoeuvre.

The control vehicle may be configured to provide remote control commands to the remote controlled vehicle and/or it may be configured to provide information from its senor to the remote controlled vehicle.

The sensor may be configured to measure distances in an operating environment of the remote controlled vehicle. The transceiver may be configured to communicate with the remote controlled vehicle and a further control vehicle. The processor may be configured to plan a manoeuvre for the remote controlled vehicle or execute a previously planned manoeuvre.

The control vehicle may comprise two separate transceivers, a first transceiver for communicating with the remote controlled vehicle and a second transceiver for communicating with the further control vehicle.

The control vehicle may further comprise a cargo carrying portion.

The control vehicle may be an airside support vehicle, such as an autonomously driven, self-propelled, airside dolly.

According another aspect of the invention there is provided a retro-fit apparatus for converting a vehicle into a remote controlled vehicle for use in the method of the preceding aspects.

The retro-fit apparatus may be for converting an airside support vehicle. According another aspect of the invention there is provided a transportation system for reducing collisions due to human error, the system comprising: a remote controlled vehicle; a first control vehicle having a first sensor; a second control vehicle having a second sensor; and a processor, wherein the first sensor and second sensor are in communication with the processor, and wherein the processor is configured to execute a planned manoeuvre of the remote controlled vehicle, or intervene in human implementation of a planned manoeuvre, the processor being adapted to use information from the first and second sensors to control or monitor the remote controlled vehicle when executing the planned manoeuvre and/or provide a warning if a planned manoeuvre is at risk of going wrong.

The remote controlled vehicle may comprise one or more sensors. A second control vehicle may therefore not be comprised within the system, the sensor(s) of the remote controlled vehicle used in place of the second sensor.

The transportation system may be an airside transportation system, comprising airside support vehicles.

The processor may be adapted to control the first and second control vehicles automatically to position themselves relative to the remote control vehicle so as to obtain different fields and angles of view for the planned manoeuvre. This may provide the sensors with different and good views of the remote control vehicle and of a task it is to perform.

The remote control vehicle may have manual controls to manoeuvre it to execute the planned manoeuvre, or perform its intended task. The processor may be adapted to monitor the remote controlled vehicle when executing the planned manoeuvre and to issue a warning to a user of the vehicle and/or override the manual controls if the planned manoeuvre is in danger of resulting in a collision to slow the speed of movement of the remote control vehicle under human control, or take over control from the human, or stop movement of the remote controlled vehicle. In many embodiments, the remote control vehicle is incapable of automatically selfmanoeuvring to perform its intended task and needs at least one of or both of the first and second control vehicles in order to perform its intended task or to execute the planned manoeuvre automatically.

The first and second sensors may comprise one or more of GPS sensors, gyroscopic sensors, camera sensors, and LIDAR sensors. Image analysis performed on the images obtained by camera sensors is one implementation of the invention. The use of two different kinds of sensors can be advantageous.

BRIEF DESCRIPTION OF THE DRAWINGS

Figure 1 shows a simplified schematic view of a self-propelled vehicle in a first configuration;

Figure 2 shows a simplified schematic view of a self-propelled vehicle in a second configuration;

Figure 3A shows a schematic view from the side of a plurality of the self- propelled vehicles of Figure 1 in a vehicle platoon;

Figure 3B shows a schematic view from the side of a plurality of the self- propelled vehicles of Figure 2 in a vehicle platoon;

Figure 4A shows a schematic view from the side of a connection formed between a pair of the self-propelled vehicles of the platoon of Figure 3A;

Figure 4B shows a schematic view from the side of a connection formed between a pair of the self-propelled vehicles of the platoon of Figure 3B;

Figure 4C shows a schematic view from above of a connection formed between a pair of the self-propelled vehicles in a further configuration;

Figure 4D shows a simplified three dimensional view of a pair of charging apparatuses for use in the vehicles of the preceding Figures; Figure 5 shows a plurality of the self-propelled vehicles of Figure 1 in a vehicle platoon and charging at a fixed charging point;

Figure 6 shows a plurality of the self-propelled vehicles of Figure 2 in a vehicle platoon and charging at a fixed charging point;

Figure 7 shows a plurality of the self-propelled vehicles of Figure 2 in a vehicle train and charging at a ground based charging point;

Figure 8 shows a simplified schematic view of another self-propelled vehicle;

Figure 9 shows a the vehicle of Figure 1 and the vehicle of Figure 8 in a vehicle train;

Figure 10 shows a flow diagram for a method of charging a vehicle;

Figure 1 1 shows a flow diagram for a further method of charging vehicles;

Figure 12 shows a simplified system diagram for a system comprising a plurality of vehicles and a controller;

Figure 13A shows a simplified schematic view of an energy storage vehicle in a first configuration;

Figure 13B shows another simplified schematic view of the energy storage vehicle of Figure 13A;

Figure 14 shows a simplified schematic view of an energy storage vehicle in a second configuration;

Figure 15 shows a simplified schematic view of the energy storage vehicle of Figures 13A and 13B in a platoon with a plurality of work vehicles; Figure 16 shows a simplified schematic view of the energy storage vehicle of Figure 14 in a platoon with a plurality of work vehicles;

Figure 17 shows a simplified schematic view of a plurality of the energy storage vehicles of Figures 13A and 13B in a platoon and charging at a fixed charging point;

Figure 18 shows a simplified schematic view of a plurality of the energy storage vehicles of Figure 14 in a platoon and charging at a fixed charging point;

Figure 19 shows a simplified schematic view of a plurality of energy storage vehicles having a further configuration and in a platoon and charging at a fixed charging point;

Figure 20 shows a simplified schematic view of an energy storage vehicles travelling between a fixed charging point and a platoon of work vehicles;

Figure 21 shows a simplified schematic view of an energy storage vehicles travelling between a fixed charging point and a plurality of platoons of work vehicles;

Figure 22 shows a simplified schematic view of another configuration of an energy storage vehicle, whilst charging a plurality of work vehicles;

Figure 23 shows another simplified schematic view of another configuration of an energy storage vehicle, whilst charging a plurality of work vehicles;

Figure 24 shows a method of charging a vehicle in an operating environment;

Figure 25 shows another method of charging a vehicle in an operating environment;

Figure 26 shows a simplified, schematic, plan view of an airport comprising a logistics system; Figure 27 provides a simplified, schematic, side view of an autonomous airside support vehicle;

Figure 28 provides a block diagram of the systems and controls of the airside support vehicle of Figure 27;

Figure 29 provides a simplified, schematic, side view of a remote controlled vehicle;

Figure 30 provides a block diagram of the systems and controls of the remote controlled vehicle of Figure 29;

Figure 31 provides a rendered image of an airport logistics system comprising a pair of the airside support vehicles of Figure 27 and a remote controlled vehicle of Figure 29;

Figure 32 provides a simplified, schematic, plan view of the operation of a remote controlled vehicle using an autonomous airside support vehicle;

Figure 33 provides a simplified, schematic, plan view of the operation of a remote controlled vehicle using a pair of autonomous airside support vehicles;

Figure 34 provides a simplified, schematic, plan view of the operation of a remote controlled vehicle using an autonomous airside support vehicle and infrastructure sensors;

Figure 35 provides a simplified, schematic, plan view of the operation of a remote controlled vehicle using an autonomous airside support vehicle and sensors of the remote controlled vehicle;

Figure 36 provides a simplified, schematic, plan view of the operation of a disabled autonomous airside support vehicle controlled vehicle using a pair of autonomous airside support vehicles; and Figure 37 provides a flow diagram of the steps for controlling a remote controlled airside vehicle.

DETAILED DESCRIPTION

The below description describes vehicles, systems and methods for use in an airside environment. It will be appreciated that minor modifications could be made in order for the various features to be applicable in other environments, for example warehouses, docksides, or other logistical environments and scenarios. The vehicles, systems and methods described below may be based on those disclosed in UK Patent Application No. 1821134.2 (published as GB2576800) and International application No. PCT/GB2019/053562 (published as WO2020/128442), the entire contents of which are incorporated within this specification by reference. References to vertical, horizontal, longitudinal and lateral are made with reference to a vehicle when in use and all may considered functional rather than absolute axes. Vertical refers substantially to a top to bottom or bottom to top direction, horizontal to a from front to back or back to front direction, longitudinal similarly refers to a front to back or back to front direction, and lateral refers to a side to side direction.

Figure 1 shows an airside support vehicle, specifically an airside dolly. Further details on such a vehicle can be found in UK Patent Application No. 1821134.2 and International application No. PCT/GB2019/053562, with regards to a cargo and baggage dollies. The vehicle 100 comprises a pair of charging apparatuses 101a, 101b. A first charging apparatus 101a is positioned at a first end of the dolly and a second charging apparatus 101b is positioned at a second end of the dolly. The first and seconds ends may refer to a front and back of the dolly respectively; although, as the dolly is preferably configured to be equally capable of driving in either direction, the terms front and back are not necessarily accurate but are provided for spatial reference. The vehicle 100 comprises an energy storage means 103. The energy storage means in this example takes the form of a battery, such as a lithium ion battery. Power is provided from the battery to drive at least one motor 102. The motor 102 provides tractive force to at least one set of wheels 104. In this example there is provided a single motor 102 to drive a front axle of the vehicle. In other examples a pair of motors may be provided, one to drive a front axle and another to drive a rear axle. In other examples each wheel 104 may be driven by its own motor. The charging apparatuses 101a, 101b are inductive charging apparatuses. The charging apparatuses are mounted in a substantially vertical plane. Mounting the inductive charging apparatus in a vertical orientation can limit damage and possible contamination to the apparatuses that may be caused than if the charging apparatus was mounted beneath the vehicle.

In this example the vehicle 100 comprises a controller 105. The controller is configured to provide control to the motor 102. The controller receives data regarding the vehicle’s environment from one or more sensors 106a, 106b. The sensors comprise distance sensors. The distances sensors 106a, 106b may comprise one or more of, radar, stereo camera, ultrasonic and lidar sensors.

Figure 2 shows another configuration of a dolly. In this configuration the charging apparatus 101a, 101b are orientated in a horizontal position and extend longitudinally away from a main body of the dolly. One of the charging apparatuses is positioned at higher point than the other charging apparatus.

In either the configuration of Figure 1 or Figure 2, when multiple dollies are arranged end to end they can share electrical energy between themselves via the respective charging apparatuses. This is illustrated schematically in Figures 3 and 4 for the vehicles of Figures 1 and 2 respectively. In Figure 3 A a first vehicle 100a, having charging apparatuses 101a and 101b serves as a lead vehicle. A second vehicle 100b is electrically coupled to the first vehicle 100a to form a platoon. The second vehicle has charging apparatuses 101c and 10 Id. The front charging apparatus 101c of the second vehicle 100b forms an electrical connection with the rear charging apparatus 101b of the first vehicle 100a. A third vehicle 100c is electrically coupled to the second vehicle 100b to continue the platoon. The third vehicle has charging apparatuses lOle and 10 If. The front charging apparatus lOle of the third vehicle 100c forms an electrical connection with the rear charging apparatus 10 Id of the second vehicle 100b. The platoon created by the electrical connection of vehicles could contain many more vehicles than just the three illustrated. The connections between more vehicles in a platoon and would follow the same connection sequence as described above. The charging apparatuses are vertically mounting inductive chargers. The first charging apparatus 101a is configured to provide charge and the second charging apparatus 101b is configured to receive charge. In other examples each charging apparatus 101a, 101b is configured to both deliver and receive charge.

The platoon shown in Figure 3B is largely identical to that shown in Figure 3A, with the difference being that the charging apparatuses are orientated substantially horizontally. Each vehicle has one charging apparatus situated higher than the other charging apparatus, such that vehicles can tessellate, with charging apparatuses of adjacent vehicles situated one on top of the other.

The connection is made substantially horizontally between the substantially vertically mounted chargers in the configuration of Figure 3 A and substantially vertically between the substantially horizontally mounted chargers in the configuration of Figure 3B.

Figures 4A, 4B and 4C show the connections made between inductive plates 120 of the charging apparatuses 101b, 101c in further detail. Each charging apparatus 101b, 101c comprises an inductive charging plate 120. When the vehicles are arranged in a platoon, the inductive charging plates 120 overlap with each other, allowing an electromagnetic field to be formed between the plates 120. In the configuration of Figure 3 A the plates 120 overlap such that are substantially symmetrical about a substantially vertically and laterally extending plane, as show in Figure 4A. In the configuration of Figure 3B the plates 120 overlap such that are substantially symmetrical about a substantially horizontally and laterally plane, as show in Figure 4B. Another configuration is shown in Figure 4C; this view is taken from a bird’s eye perspective, so viewing the connection from above. Each charging apparatus extends longitudinally, with the inductive plates 120 orientated in a vertically and longitudinally extending plane such that a connection is formed substantially laterally. An example arrangement of the charging apparatuses and the plates 120 is shown (without the vehicles for clarity) in Figure 4D. The plates 120 are arranged opposite each other and an electromagnetic field is formed between them, permitting a charge to pass perpendicularly to a plane of the plates. A full overlap is not required. The better the overlap the stronger the connection and so the vehicles are controlled to target keeping the plates 120 overlapping as much as possible.

The vehicles are maintained at a predetermined distance from each other. The distance is close enough such that a reliable electrical connection can be formed, with the induction plates 120 overlapping. The distance is also kept far enough so that the risk of collisions is kept low in the event of an emergency braking event. The vehicles use a front sensor 106a to determine distance to a preceding vehicle and the controller 105 maintains a suitable distance accordingly. The vehicles are preferably operable in at least a Level 1 autonomous mode (as defined by the SAE’s autonomy levels) and are therefore capable of following another vehicle at a set distance. For level 1 vehicles a driver may provide the steering input, whilst in Level 2 and above vehicles a controller is operable to provide steering input to maintain or follow a path. The path may be set by the first vehicle, a driver of the first vehicle, or a remote controller - either human or computer.

There is preferably no mechanical connection made between the vehicles. This allows for platoons to be easily formed between vehicles without the requirement for physical coupling. This removes the requirement for manual coupling by a driver, or relatively complex automated mechanical coupling systems.

In another version, the charge transfer between vehicles is not via inductive charging but via physical electrode contact and current flow.

Multiple vehicles in a platoon can share energy amongst themselves to have those vehicles having batteries with a higher state of charge support those vehicles having batteries with a lower state of charge. This allows vehicles to stay out longer as a group before returning to charge over vehicles that are only configured to charge at static charging points. As batteries near their end-of-life they degrade and are unable to hold as much charge. These older batteries can be supported by vehicles with newer batteries in the working environment, increasing the working life of vehicles and their batteries. This increases the value for money of each vehicle and delays any further investment required in buying new vehicles or batteries.

Vehicles that are located a long distance from a power outlet location can be donated energy from a vehicle also working within the work environment (or otherwise able to travel to be in proximity to the vehicle requiring power). The vehicles can therefore redistribute energy reserves amongst themselves; potentially extending shift length and reducing the number of require recharging events. In an example scenario a plurality of vehicles could be operating at a location remote from a charging point. If one of the vehicles reaches a low power mode then it could be forced to go and re-charge, potentially putting it out of action for the remainder of the shift. Causes of low power could range from having had to have performed extensive manoeuvres, been responsible for carrying greater loads, or having a more aged battery. If another dolly (vehicle) has a higher state of charge it can share this energy store with the more depleted or nearly depleted dolly (vehicle). This could take the form of both vehicles temporarily being placed out of action during the re-charge or, preferably, the vehicles forming a temporary train and continuing their tasks in tandem whilst the charged vehicle charges the depleted vehicle. In this way all of the vehicles can reach the end of the shift without having to recharge and then returning to a charging location only at the end of the shift.

When the vehicles are in a platoon, and in electrical communication, only one of the vehicles of the platoon needs to dock at a charging location 150 in order for all of the vehicles to be charged. This is illustrated in Figures 5 to 7. One fixed charging point 150 can therefore be used to recharge multiple vehicles when they are parked end-to- end. This allows for fewer charging points to be installed over each vehicle having to charge separately, reducing the disruption and financial overheads of installing new infrastructure. The first vehicle may receive its charge from the fixed charging point 150 from its usual charge receiving apparatus and a reciprocal charging apparatus 151 on the fixed charging point, as in Figures 5 and 6. In other examples a different charge receiving apparatus 107 may be used. This may be an inductive charging unit 107 placed on the bottom of the vehicles as shown in Figure 7. It could also be a plug-in connection or any other suitable charging means.

Another example of an airside vehicle 200 is shown in Figure 8. In this example the vehicle 200 is a set of self-propelled stairs for embarking and disembarking passengers from vehicles. Various other vehicles, both from airside support and other logistical environments are also applicable here. Unlike the vehicles 100 of Figures 1 and 2 this vehicle has only a single charging apparatus 201. The vehicle also does not comprise an energy storage means for storing energy to supply the traction motor 202. The omission of these components makes for a simplified vehicle, having lower cost and lower maintenance requirements. This simplicity comes at the cost of the vehicle being able to store its own power. The way this vehicle 200 operates is to receive power from another vehicle 100 that does comprise an energy storage means 103, as shown in Figure 9. The stairs 200 can therefore just be provided power when they need to move. The motive requirements for stairs and some other logistical equipment types is fairly low in comparison to other vehicles, such as baggage dollies, and so those components that would be normally needed to drive the motor (predominantly a battery) can be removed. The stairs 200 may well have other storage means, not related to driving the traction motor 202. For example a smaller battery may be provided for providing lighting or other auxiliary functions. Other storage means, such as hydraulics or flywheels may also be used to provide short term energy storage.

Example methods of controlling and charging, or otherwise sharing power between vehicles, are illustrated in Figure 10 and 11.

In Figure 10 a pair of vehicles are provided, each having a charging means provided on it 201, 201. The two vehicles are bought into proximity to one another 203. This may be done by bringing the first vehicle proximal to the second vehicle, or vice versa, or bringing both vehicles to another location. Bringing the vehicles together is carried out autonomously. In some examples one or more human drivers may be used. Once the vehicles are in proximity to each other the charging means are aligned and energy can be shared between the vehicles 204. In order that the vehicles can continue to operate at least one of the vehicles is controlled to carry out its tasks 205. The other vehicle is configured to follow the controlled vehicle and, where possible, also complete its own tasks, whilst remaining electrically coupled to the controlled vehicle.

In Figure I l a third vehicle is also introduced. First charging means are provided on the first vehicle 301, second and third charging means are provided on the second vehicle 302, and fourth charging means are provided on the third vehicle 303. Each vehicle may have further charging means provided on them. Preferably each vehicle is constructed almost identically, at least in so far as the charging/energy sharing elements are concerned, with each vehicle provided with a pair of charging means. At least one charging means of each vehicle is configured to receive an electrical charge and at least one charging means is configure to send an electrical charge. The charging means for receiving an electrical charge and the charging means for sending an electrical charge may be one and the same. The vehicles may have more than one structure that is capable of both charging the vehicle and discharging power to another vehicle. The first vehicle and third vehicles are brought in to proximity to the second vehicle 304, 305. The first vehicle is positioned at a front of a platoon formed of the first, second and third vehicles. The third vehicle is positioned at the end of the platoon. The second vehicle is positioned in the middle of the platoon, between the first and second vehicles. Once in position in a platoon, with the charging apparatuses aligned, energy is shared between the vehicles 306. In order that the vehicles can continue to operate, at least one of the vehicles is controlled to carry out its tasks 307. The other vehicles are configured to follow the controlled vehicle and, where possible, also complete their own tasks, whilst remaining electrically coupled to the other vehicles within the platoon. More vehicles can be added to the platoon using the same methods as above.

If the platoon vehicles are provided with appropriately positioned charging apparatus at their sides, additional vehicles can join the platoon and share charge as they sit/run alongside the platoon.

A system comprising a plurality of the vehicles 100 is shown in Figure 12. Further details on such a system can be found in UK Patent Application No. 1821134.2 and International application No. PCT/GB2019/053562, with regards to a baggage handling system at an airport. This system also comprises some stairs 200 as described with reference to Figures 8 and 9, but not all systems would comprise this extra vehicle. A central controller 160 is provided and configured to communicate at least some of the vehicles 100. The central controller 160 may instead be a distributed controller, with processing shared between one or more of the vehicles. The central controller may be one of the controllers of the vehicles, given a higher rank in a controller command hierarchy. Each vehicle 100a, 100b, 100c, comprises a transceiver 108. The transceivers 108 are configured to send data regarding the vehicles, such as a state of charge of the vehicles’ respective batteries 103. The controller is connected to its own transceiver 168. The controller is configured to receive vehicle data via the transceiver. The controller is also configured to issue commands via the transceiver 168.

The batteries are shown illustratively in Figure 12 to show a current state of charge of each of the vehicles. Vehicle 100a has a medium state of charge, vehicle 100b has a very low state of charge, and vehicle 100c has a relatively high state of charge. As vehicle 100c has a relatively high state of charge it is commanded to partner with and form a charging platoon with vehicle 100b. In this way both vehicles can continue to operate and share energy. One or both vehicles may be re-tasked so that their individual tasks are aligned. Other vehicles may therefore be reassigned in order to more efficiently distribute tasks. Vehicle lOOa’s state of charge is sufficient that it is able to provide power to the stairs 200, and so it is tasked to provide power accordingly. The stairs also comprise a transceiver 208 and a controller 205. The controller may be less complex than that of the other vehicles 100 and may not be required to carry out any path planning. Instead, the transceiver may receive instructions from one or more of the central controller 160 and the vehicle controller 108 and be configured to follow the vehicle 100a. In this way the vehicle 100a can perform the role of a tug, without having to actually physically couple to the stairs 200. Power and a trajectory are provided by the vehicle 100a and the stairs simply follow, maintaining a suitable distance to receive power to drive the traction motor 202.

The central controller 160 is operable schedule and set tasks for each of the vehicles. The tasks that may be set are dependent upon the data received from the vehicles. In particular the vehicle’s current location data and state of charge are used to assign tasks. For example, the controller will assign tasks based on the urgency of the task but also dependent upon which vehicles are closest and therefore more readily available to complete the task. The state of charge is taken into account as some tasks may require more energy to complete, for example carrying heavier loads or travelling longer distances. In this case the controller may assign vehicles with a higher state of charge, or put vehicles into platoons so that power can be shared between the vehicles.

Figure 13A shows an energy storage vehicle 500, specifically an energy storage vehicle for use in an airside environment. The airside dolly of Figure 13A is an example of a work vehicle 100 configured to be charged by the energy storage vehicle 500. The vehicle 500 comprises an energy storage means 503. The energy storage means 503 is a battery and may be a series of batteries. The battery may be a lithium ion battery. The battery is connected to at least one charging apparatus 501 via which electrical power can be supplied to an electric vehicle. In this example a pair of charging apparatuses 501a, 501b are provided. Even more charging apparatuses may be provided on and around the vehicle 500. The pair of charging apparatuses 501a, 501b are provided at opposite ends of the vehicle. The opposite ends are nominally a front and a back of the vehicle 500. The charging apparatuses 101a, 101b of the vehicle 100 of Figure 1 are inductive charging apparatuses, analogous to the charging apparatuses 501 of the energy storage vehicle 500. The main function of the energy storage vehicle 500 is to store, transport and deliver energy. The energy storage vehicle may be towed by another vehicle. In a preferred example the energy storage vehicle is self-propelled. A still further preferred example the energy storage vehicle is operable in an autonomous driving mode. Figure 13B shows the energy storage vehicle with further components shown in schematic form. A motor is provided to provide tractive force to at least one set of wheels 504. Multiple motors may be used, for example one per axle or even one per wheel. The motor 502 draws power from the battery 503. In this example the vehicle further comprises a controller 505, for controlling the motor, and sensors 506a, 506b for sensing an environment surrounding the vehicle. The vehicle further comprises a transceiver 508 for sending data relating to the vehicle 500 and for receiving control signals and/or tasks to be executed. The sensing and autonomous operation of the vehicle is analogous to the autonomous dollies described in UK Patent Application No. 1821134.2 and International application No. PCT/GB2019/053562, the contents of which are incorporated here by reference. Figure 13B is shown schematically based on the vehicle of Figure 13 A, the arrangement is equally applicable to other configurations of the vehicle, such as those shown in Figures 14, 22 and 23.

Figure 13A and Figure 14 show two different arrangements of the charging apparatuses 501a, 501b of the vehicle. In Figure 13A the charging apparatuses are arranged vertically. These are inductive charging apparatuses and when an electrical connection is formed between one of them and an external charging apparatus the electrical connection is formed substantially horizontally. In Figure 14 the charging apparatuses extend substantially horizontally from the vehicle. The first charging apparatus 501a is arranged at a lower height on the vehicle than the second charging apparatus 501b. The charging apparatuses 501a, 501b form electrical connections in a substantially vertical direction with another charging apparatus either on top (in the case of the first charging apparatus 501a) or below (in the case of the second charging apparatus 501b).

Figure 15 shows the energy storage vehicle 500 of Figures 13A and 13B in a platoon with a plurality of work vehicles 100. Each vehicle is joined end to end, and an electrical connection is formed between adjacent vehicles. The energy storage vehicle stores enough energy to recharge a plurality of vehicles. The electrical connections are formed using inductive charging apparatuses on each vehicle, the connections formed substantially horizontally. The energy storage vehicle 500 is operable to join on to an existing platoon of work vehicles 100. The platoon of work vehicles have assigned tasks (for example transporting baggage or other cargo in the case of airside dollies) and the work vehicles may continue carrying out their tasks when the energy storage vehicle 500 joins the platoon. In this way the work vehicles can be recharged without having to pause or stop their assigned tasks. It also allows the work vehicles to be charged within the operating environment without having to travel to a remote charging location. Figure 16 shows the energy storage vehicle 500 of Figure 14 in a platoon with a plurality of work vehicles 100. The operation of the vehicles and the platoon is the same as in Figure 15. The only difference is that the electrical connections between the vehicles are formed substantially vertically, between horizontally extending charging apparatuses.

Figures 17 to 19 show a plurality of energy storage vehicles 500 charging at a fixed charging point 150. The fixed charging point 150 in another embodiment could be a mobile charging point - for example a mobile hydrocarbon fuel powered electricity generator. As with when an energy storage vehicle 500 charges a plurality of work vehicles 100 only a single connection needs to be made to the energy source. In the case of recharging the work vehicles 100 the energy storage vehicle 500 is the source, in this case the energy storage vehicles 500 require recharging and so a charging station 150 is the source. One energy storage vehicle 500 forms a connection with the charging station 150 and one or more further energy storage vehicles 500 can platoon and electrically connect with the energy storage vehicle 500 connected to the charging station 150 in order to also be recharged. This allows for fewer charging stations 150 to be provided, as multiple energy storage vehicles 500 can be charged simultaneously from a single point 150. Figures 17 and 18 illustrate the connections formed for the energy storage vehicles of Figures 13A and 13B and Figure 14 respectively. Figure 19 shows a further configuration of the energy storage vehicle 500, in which a further charging apparatus is provided on an underside of the energy storage vehicles. This further charging apparatus may be configured to only receive a charge. The further charging apparatus forms a substantially vertical electrical connection with a ground based charging station, which may be installed on or within the ground. The further charging apparatus may also be an inductive charger.

Once an energy storage vehicle 500 has received sufficient charge from a charging station 150 it can be controlled to drive to an operating environment in order to deliver the stored energy to work vehicles 100. Figures 20 and 21 provide examples of possible routes and routines that an energy storage vehicle 500 may follow. In Figure 20 the energy storage vehicle 500 is partnered with a single group of work vehicles 100. The energy storage vehicle is charged at the charging station 150 and then drives to join a platoon formed by the work vehicles 100. The energy is delivered to the work vehicles 100 as they continue to operate. The platoon vehicles may be on their way to a part of the airfield to perform their work tasks and individual vehicles may join and leave the platoon whilst the energy storage vehicle is part of the platoon charging one or more of the platoon vehicles. The platoon work vehicles may be configured to pass charge to a particular work vehicle in preference to others (possibly with the charge passing through other work vehicles before it gets to said particular work vehicle). The particular work vehicle may be selected as the one that has a low level of power in its battery/supercapacitor, or the one that will leave the platoon sooner than others (and so not be in contact for charging later on in the platoon’s journey). Alternatively, or additionally instead of prioritising the charging of selected work vehicles in the platoon, a group of the platoon work vehicles may share the additional charge equally, or to a level where they have equal charge. In Figure 21 the energy storage vehicles 500 is tasked with providing energy to a plurality of groups of work vehicles. The energy storage vehicle 500 receives energy from the charging station 150 and then drives to each group of work vehicles 100, delivering charge in turn. Upon reaching each group the energy storage vehicle 500 joins a platoon formed by the work vehicles 100 and delivers the energy as the work vehicles continue to operate. The energy storage vehicle 500 then moves on to the next group and repeats the process. The energy storage vehicle continues to deliver energy to groups of vehicles until it reaches the end of its tasks or its energy stores are depleted. After running out of charge (but keeping a reserve in order to drive itself) the energy storage vehicle returns to the remote charging station 150 to recharge.

A group of vehicles can of course comprise just a single vehicle. There is no intent to exclude charging just one vehicle.

Figure 22 shows another configuration of the energy storage vehicle in which it is operating with the work vehicles in a ‘sow and piglet’ mode. Multiple work vehicles are able to charge directly at the energy storage vehicle simultaneously. The energy storage vehicle comprises a plurality of charging points. In this example each side has at least one charging point, allowing at least one work vehicle to charge at each side. The front and back of the energy storage vehicle each have a single charger, and a work vehicle can therefore charge end to end with the energy storage vehicle. The work vehicles can also charge at the sides of the energy storage vehicle, driving end on to charge at the charging points. In this configuration the energy storage vehicle comprises a pair of charging points on each of the left and right side, allowing a pair of work vehicles to charge on each side.

It is possible in some embodiments to have work vehicles in a chain linked to the energy storage vehicle - for example there are 6 work vehicles being charge in figure 22, and a seventh can couple to the free/ available charging/recharging formations at the ends or sides of the work vehicles shown, and be charged via the intermediate work vehicle. Of course, up to 6 more work vehicles can chain onto the available ends of the 6 work vehicles shown, and more at the sides - if there were charging/discharging formations at the sides of the work vehicles. A chain of work vehicles being charged could be longer than two chargingly coupled work vehicles.

Another configuration for charging in a ‘sow and piglet’ mode is shown in Figure 23. In this example the work vehicles also have charging points on the side, and can therefore park parallel with the energy storage vehicle to be charged.

Example steps for methods of charging the work vehicles 100 are shown in Figures 24 and 25. An energy storage vehicle, preferably the energy storage vehicles 500 as described above, is provided in a first step 410. Energy is then provided 420 to the energy storage vehicle. Whilst providing energy preferably constitutes charging an onboard battery 503 (or possibly a supercapacitor) of the energy storage vehicle 500, it is also envisaged that the energy storage vehicle may comprise a genset (generator set), in which case providing energy may take the form of pumping fuel into a fuel tank of the energy storage vehicle. The energy storage vehicle is controlled to deliver energy to work vehicles 100. In Figure 24 the energy storage vehicle is simply piloted 430 (either autonomously or by a human driver) to an operating environment in which the work vehicles are operating. In Figure 25 the energy storage vehicle is only dispatched if a communication is received 425, the communication comprising an energy request for one or more work vehicles 100. Once the energy storage vehicle is within the operating environment it electrically couple with one or more of the work vehicles 100 within that environment and provides 400 energy to said one or more work vehicles. An existing airside support vehicle can be converted into one of the vehicles 100 described above. Various components and apparatuses are supplied and fitted to an existing airside support vehicle, such as a cargo or baggage dolly. Conventional dollies are often simply towable, and so are not self-propelled. A motor and some form of energy storage means are therefore supplied and fitted to the vehicle 100. The energy storage means can be a battery or a super capacitor. Other energy stores suitable for supplying an electrical current may also be used. The motor is a translocation motor and is connected to at least one axle or set of wheels of the vehicle (or other ground engaging means - such as tracks) in order to provide tractive force. A pair of charging apparatuses is supplied and connected to the battery. At least one of the charging apparatuses is configured to receive charge and at least one of the charging apparatuses is configured to deliver a charge. To provide control of the motor a controller (electronic control unit - ECU) is fitted. The controller provides instructions to the motor. The controller may comprise multiple controllers. The controller is operable to control movement of the vehicle. The controller is also operable to control power sharing between the converted vehicle and another converted vehicle, or other vehicle configured for power sharing. A communication system that is in communication with the controller is provided to communicate with other power sharing vehicles 100 and, optionally, a central controller. The communication between vehicles is made wirelessly.

Figure 26 provides an example of a logistics system comprising energy storage vehicles 500 and work vehicles 100 such as those described above. The logistics system is used within an airport, and operates within an airport perimeter 700. A plurality of charging stations 150 are provided for the provision of energy to at least the energy storage vehicles. The charging stations 150 are positioned at the perimeter 700 of the airport in this example, but they could also be located elsewhere, such as at a terminal 710 or vehicle depot. In this example airport there are a pair of terminals 710, of course some airports may have only a single terminal and others may have many more. Groups of work vehicles 100 operate in various work zones around the airport. Some of these work zones are proximal to the terminals, and may comprise baggage handling areas, areas for the embarkation and disembarkation of passengers and other terminal related work zones. Some work zones may be further from the terminals, such as areas for servicing or cleaning aircraft. Airports can span several kilometres and so the distances between work zones, terminals, charging stations and other points on the airport can be relatively large. Considering a lot of airside work vehicles have low speed limits, a large amount of time can be wasted moving from one location to another in a conventional airport. Providing the energy storage vehicles 500 to remove the requirement of the work vehicles to travel to refuel or recharge help to remove this wasted time. A controller is provided that is in communication with each work vehicle 100 and each energy storage vehicle 500. Some airports may have multiple controllers, each controller being assigned certain work vehicles and energy storage vehicles and an area in which the controller 160 is in control. For example, each terminal and an associated area may have its own controller 160, set of energy storage vehicles 500 an set of work vehicles 100. The controller may also be located on one or more of the vehicles 100, 500, or be distributed amongst several locations or vehicles. The controller 160 allocates tasks to both the work vehicles 100 and the energy storage vehicles 500. The energy storage vehicles are tasked with retrieving energy from at least one of the charging stations 150 and delivering it to the groups of work vehicles 100. The controller 160 assigns tasks based on the energy storage vehicles’ 500 respective proximities to charging stations 150 and groups of work vehicles. As can be seen in this example, the bottom energy storage vehicle 500 has been assigned two groups of work vehicles 100 to recharge, and so shuttles between the groups of work vehicles 100 and the charging station. In following a group of work vehicles 100 to recharge them an energy storage vehicle may become closer to a different charging station 150 than the one it started from. The controller can take this new distance into account and task the energy storage vehicle 500 to charge at the closer charging station 150. The controller 160 uses an algorithm to control both the work vehicles and the energy storage vehicles to complete all required tasks whilst attempting to minimised the distance covered and time spent in completing the tasks, in order to improve efficiency over conventional systems. Methods of control and associated systems that may be used in such a system are described in UK Patent Application No. 1821134.2 and International application No. PCT/GB2019/053562, the contents of which are incorporated here by reference.

In some ways the energy storage vehicle discussed herein can be considered a special work vehicle whose job it is to fuel/charge up other work vehicles. Discussion relating to work vehicle to work vehicle energy sharing may also apply to energy storage vehicle to work vehicle energy sharing.

The energy storage and work vehicles are normally land based vehicles that are driven on the ground. Figure 27 shows an airside support vehicle 100, specifically an airside dolly. Further details on such a vehicle can be found in UK Patent Application No. 1821134.2 with regards to a cargo and baggage dollies. Figure 28 provides a block diagram showing the connections between the various systems of the dolly 100. The dolly 100 is propelled by a drive system 108 comprising four wheels 110 provided in pairs towards each end of the vehicle and a series of electric motors 112 that provide motive power to the wheels 110. In the present embodiment, a motor 112 is provided for each wheel 110, but a motor 112 could instead be provided for each pair of wheels 110 or a single motor 112 could power all of the wheels 110. Although all four wheels 110 of the present embodiment are powered, any number of the wheels 110 could be provided, and could be powered.

The drive system 108 is controlled by a controller 114 that receives control signals from a processor 116. In response to these control signals, the drive system 108 can control the baggage dolly 100 to move forwards, backwards, and steer, providing full control of the motion of the baggage dolly 100.

The baggage dolly 100 includes a number of other systems that operate in conjunction with the processor 116 to provide additional features to the baggage dolly 100. As will become clear in the present disclosure, unless otherwise stated, any of these features may be used on their own or in conjunction with any other system in order to provide the benefits of each system separately.

Systems of the dolly 100, including the drive system 108, controller 114, and processor 116, are powered by an on-board electrical power supply, which in the present embodiment is a battery 118. More specifically, the electrical power supply is provided by a number of lead-acid batteries. A benefit of these batteries 118 is that they are cheap whilst retaining a power density that is sufficient for operation of the baggage dollies 100. Although lead-acid batteries are not as power-dense as similarly-sized Li-ion or Li-Po batteries, they are sufficient for operation and offer advantages such as high reliability, broad range of operating temperatures, and have a long lifecycle.

In order to enable autonomy of the dolly 100 (whether full autonomy or partial autonomy) a sensing system 120 is provided in the baggage dolly 100. The sensing system 120 also enables control of a remote controlled vehicle by the dolly. The sensing system 120 as shown includes a GPS sensor 122, a gyroscopic sensor 124, four camera sensors 126, and four LIDAR sensors 128. One of each of the camera sensors 126 and LIDAR sensors 128 are positioned towards each end of the vehicle. The GPS sensor 122 and gyroscopic sensor 124 are positioned centrally within the vehicle, adjacent to the processor 116. The camera sensors 126 and LIDAR sensors 128 are mounted on pylons positioned at the four corners of the platform. The sensing system 120 may not comprise all of the detailed sensor types; conversely the sensing system could comprise further or different sensing types. The sensing system is configured to sense an environment in which the dolly is operating.

Each of the sensors of the sensing system 120 communicates with the processor 116 to provide sensing data to the processor 116. The sensing data can include position data of the baggage dolly 100, orientation data of the baggage dolly 100, image or visual data of the surroundings of the baggage dolly 100, speed and direction data of the baggage dolly 100, and distance data of objects surrounding the baggage dolly 100. Other forms of sensing data may also be provided, as will be known to the skilled person when considering providing autonomy to a vehicle. The sensing data can therefore be processed by the processor 116 in order to obtain information about the baggage dolly 100 and its surroundings.

For example, image data provided by the camera sensors 126 may allow the processor 116 to detect objects within a field of view provided by each camera sensor 126. In order to provide depth perception, each camera sensor 126 may include two sensing elements, allowing determination of depth through the use of parallax. Alternatively, or in addition, the image data may be augmented by use of distance data provided by the LIDAR sensors 128. Other sensors may also be used for measuring distance. Distance data may be measured using ultrasonic sensors. Other distance sensors may also be used, particularly for near field sensing, allowing the LIDAR sensors 128 to be focused on further field distance sensing. The sensing data can provide the baggage dolly 100 with information about its position, either absolute or relative to known objects, and help it to complete a task or mission through use of the sensing data.

Any number of sensors may be provided in order to provide sensing data to the processor 116. Such sensors may include those described above and may include in addition or alternatively any other sensors, such as radar sensors, magnetic field sensors, rotating camera sensors, differential GPS, or any other form of sensor.

The sensing system 120 allows the dolly to sense its environment, measuring relevant distances (such as distances between itself and potential obstacles). The sensing system 120 also allows the dolly 100 to have its location determined, both within an environment (such as an airport) and relative to other objects and vehicles (such as other dollies or other airside vehicles, or aircraft).

The sensing system 120 of the depicted embodiment provides enough sensing data to allow the baggage dolly 100 to operate autonomously. The processor 116 contains the requisite circuits and processing power to process the sensing data to provide control signals in response to operate in an autonomous mode. In the autonomous mode, the baggage dolly 100 is able to drive itself around using control signals generated by the processor 116 in response to the sensing system 120, the control signals being provided to the drive system 108 and the other systems, as required.

Autonomous operation of the baggage dolly 100 may enable it to travel with zero or low operator input, depending on the level of autonomy required in the circumstances. Different levels of autonomy are defined by the Society of Automation Engineers (SAE) as SAE Autonomy Levels. The SAE Autonomy Levels are summarised in the following Table 1 :

SAE Level of Definition

Autonomy Autonomy

Level

0 No Full-time performance of all aspects of driving by automation a human driver, possibly supplemented by enhanced warning or intervention systems.

1 Driver Driving-mode specific assistance relating to assistance steering, acceleration, and/or deceleration, using information about the driving environment, with expectation of all remaining aspects being performed by a human driver.

2 Partial Driving-mode specific execution of steering, automation acceleration, and deceleration, using information about the driving environment, with expectation of all remaining aspects being performed by a human driver.

3 Conditional Driving-mode specific performance of all aspects automation of a dynamic driving task by an automated driving system, with expectation of appropriate intervention of a human driver when requested.

4 High Driving-mode specific performance of all aspects automation of a dynamic driving task by an automated driving system, even when a human driver fails to respond to a request for intervention.

5 Full Full-time performance of all aspects of a dynamic automation driving task by an automated driving system, under all conditions that would otherwise be expected to be managed by a human driver.

Table 1 - SAE Automation Levels With the above definitions in mind, the sensing system 120 may enable the baggage dolly 100 to operate in an SAE Level 3 Autonomy Mode, an SAE Level 4 Autonomy Mode, and/or an SAE Level 5 Autonomy Mode.

In the SAE Level 3 Autonomy Mode, the baggage dolly 100 may be able to operate fully-autonomously up to a point at which an unexpected event occurs such as the presence of an unexpected object in the path of the baggage dolly 100, for example the presence of a human outside of a designated walkway. In such an autonomy mode, the baggage dolly 100 will then request intervention from a central controller, where a human operator may provide an input to allow the baggage dolly 100 to proceed or a manual input to determine the next steps taken by the baggage dolly 100. Without intervention from the central controller, the baggage dolly 100 will not resume normal operations.

In comparison, when operating in the SAE Level 4 Autonomy Mode, the baggage dolly 100 may request intervention in the same circumstances as when operating in the SAE Level 3 Autonomy Mode. However, if a response from the central controller is not forthcoming after a request for intervention, the baggage dolly 100 will proceed to deal with the unexpected event in the way it deems appropriate, depending on its programming.

Finally, when the baggage dolly 100 is operating in the SAE Level 5 Autonomy Mode, the baggage dolly 100 will continue to operate autonomously in all circumstances, even when confronted with an unexpected event, without any request or requirement for intervention from the central controller or human operator.

It will be apparent to the skilled person how to provide the desired autonomy levels to the baggage dolly 100. Moreover, it will be known in the context of the present disclosure that many different autonomy levels may be provided, with different instructions for operation, for example as to what unexpected events should be dealt with autonomously and what unexpected events should be referred for intervention.

Providing the baggage dolly 100 with autonomous operation allows each baggage dolly 100 to operate without the need for a baggage handler driving a baggage tractor that can pull the individual baggage dolly 100. Moreover, in contrast to known baggage dollies, which are configured as trains of two or three baggage dollies behind a baggage tractor, an autonomous baggage dolly 100 can operate independently of other baggage dollies 100. The advantages of such a system are numerous. For example, autonomy allows each baggage dolly 100 to collect and deliver baggage independently of any other vehicle, including other baggage dollies 100 and baggage tractors.

The dolly 100 further comprises a communication system 150. The communication system allows the dolly 100 to communicate wirelessly with other dollies (or other communication system equipped vehicles) and/or a central controller. The communication system is configured to send and receive data. The communication system can also be operable to send command signals, wherein the command signals are configured to provide control instructions to another vehicle. The communication system 150 comprises a transceiver 151 for sending and receiving data. The communication system may also comprise multiple emitter, receivers and/or transceivers for communicating with different vehicles, controllers and/or systems.

As well as using the sensors and computational ability of the dolly 100 to automate its own movement, they can also be used to automate other vehicles that may not possess as a high a level of sophistication. The dolly 100 operated in this manner may be considered a control vehicle 100. Various other vehicles may be configured to operate as a control vehicle 100 and the dolly 100 is provided as just one such example. The less sophisticated vehicles could be other pieces of airside equipment in the case of an automated airside dolly. Of course for autonomous vehicles analogous to the dolly 100 operating in other environments the less sophisticated vehicles can be vehicles for use in those environments. The sensing system 120 is redeployed in order to sense the environment surrounding the less sophisticated vehicle. The less sophisticated vehicle is fitted with a remote control system, such that it can be remotely controlled by the dolly 100. The less sophisticated vehicle may therefore comprise a remote controlled (RC) vehicle. The RC vehicle does not comprise any sensing or processing capabilities itself, or at least does not comprise a full enough sensing system or processing capabilities to enable its own autonomy. The sensing system 120 and processor 116 of the dolly is therefore deployed to enable remote, autonomous control of the RC vehicle. The dolly and its sensors become the “eyes” of the “dumb” / “blind” less sophisticated vehicle.

An example of an RC vehicle 200 is shown in Figure 29. Figure 30 provides a block diagram showing the connections between the various systems of the RC vehicle 200. In this example the RC vehicle is another type of airside support vehicle; a set of stairs. Conventionally the stairs may be either towed into position or driven into position in the case of a self-propelled set of stairs that comprise a drive system. The RC vehicle 200 in this example is the latter, as it comprises a drive system 208. It will be appreciated that a non-self-propelled vehicle could be converted to a self-propelled vehicle with the provision of a drive system 208. The RC vehicle is propelled by the drive system 208. The drive system comprises four wheels 210 provided in pairs towards each end of the vehicle and a series of electric motors 212 that provide motive power to the wheels 210. In the present embodiment, a motor 212 is provided for each wheel 210, but a motor 212 could instead be provided for each pair of wheels 210 or a single motor 212 could power all of the wheels 210 or only a single pair of wheels 210 may be powered. Although all four wheels 210 of the present embodiment are powered, any number of the wheels 210 could be provided, and could be powered.

The drive system 208 is controlled by a controller 214 that receives control signals from a communication system 250. The communication system comprises a transceiver 251 for sending and receiving signals. In response to these control signals, the drive system 108 can control the RC vehicle 200 to move forwards, backwards, and steer, providing full control of the motion of the RC vehicle.

Autonomously and remotely controlling the RC vehicle 200, for example by means of one or more control vehicles 100 as described above, can help to prevent impacts, scrapes, and damage. By preventing or limiting any sort of activity where the RC vehicle 200 could be damaged, it is no longer a requirement that the RC vehicle is resistant to damage. Therefore, the structure of the RC vehicle 200 can be altered so that it is lighter and may be formed from different materials, for example aluminium or fibre composites. In this way, weight can be saved, making the RC vehicle easier to manoeuvre and more energy-efficient to propel. Having all the systems for enabling autonomy on a separate vehicle (e.g. the dolly 100) also means that the RC vehicle 200 is easier to service and cheaper to run and maintain than if it was an autonomous vehicle itself. The RC vehicle 200 can therefore enjoy the majority of the benefits provided by autonomy whilst reducing the drawbacks of expense, complexity and require processing power.

Also, it is possible to have multiple “dumb/blind” vehicles, i.e. RC vehicles, possibly of different kinds, that are controlled at different times by the same “visioned” control vehicles. For example, the control vehicles can control a first dumb vehicle at one time, and then move to another location and control another dumb vehicle. This means that a single expensive “visioned” control vehicle can be used to sense and control multiple dumb vehicles, which helps maximise the value obtained from the expensive visioned, smart, control vehicles, and allows cheaper dumb vehicles needing less maintenance.

Figure 31 provides an example of an operation of the vehicles 100, 200 together in an airport logistics system. A pair of dollies 100 is provided, each comprising its own sensor system 120. The dollies 100 are autonomous in this example and drive themselves to position either side of a remote controlled (RC) vehicle 200 that is being aligned with an aircraft 500. The sensing system 120 of each of the dollies 100 is configured to provide information to determine relevant distances in an operating environment of the RC vehicle 200. In the example of Figure 31, the operating environment includes the RC vehicle and the aircraft 500. The RC vehicle 200 may have either been towed or driven into position manually, or already been controlled autonomously into position. Airside apparatuses such as stairs are not required to move as far or as often as other pieces of equipment, such as baggage or cargo dollies, and so may simply be remotely controlled to be moved out of the way and then back into position as aircraft come and go from an operating environment. The dollies are positioned such that they have a field of view that encompasses the RC vehicle’s current position, a target destination for the RC vehicle, and an area in which a path from the RC vehicle’s current position to the target destination can be plotted. Using the sensor data from both dollies 100, a processor - which is preferably one of the processors of the dollies, but could also be a further processor incorporated within a further, master controller positioned elsewhere, such as in a command booth - processes the data to plot a path. Plotting the path comprises using the information provided by the sensing system 120 of each of the dollies to determine relevant distances in the operating environment. The plotted path can then be converted into commands which are sent from one or both of the dollies 100 to the RC vehicle 200, to be executed by its controller. The RC vehicle 200 can therefore be autonomously manoeuvred into position at the aircraft doors.

A single dolly 100 can also be used to control a RC vehicle 200 as shown in Figure 32. In this example, the single dolly 100 comprises two sensing systems 120 each configured to provide information to determine relevant distances in an operating environment of the RC vehicle 200. The dolly is in a position that allows it to view the path that the RC vehicle 200 needs to take. As there are no obstructions within the operating environment of the RC vehicle 200, the dolly 100 can control the RC vehicle with a high degree of confidence. In more confined spaces, or in environments with a lot of obstacles present, this may not be suitable. The dolly 100 assesses the environment for blind spots and the possibility of obstructions. The dolly can then pilot the RC vehicle 200 only if it has a very high degree of confidence (for example 99 % or greater) that there are no obstructions. If there is any risk of possible human obstructions then the dolly will not pilot the RC vehicle.

The single dolly may gather data from more than one position relative to the RC vehicle, for example it may take images/gather data from a first position relative to the RC vehicle and an aircraft that the RC vehicle is to service, drive to a second position relative to the aircraft and the RC vehicle and gather more data, and may use data from both positions to plan the manoeuvre of the RC vehicle/control the RC vehicle.

Figure 33 shows a simplified, plan view of operation of the vehicles 100, 200 in a scenario similar to Figure 31. In this example, two of the dollies 100 are provided and each dolly 100 comprises two sensing systems 120. In other embodiments, each dolly 100 may comprise a single sensing system 100. At least one of the sensing systems 120 of each of the dollies 100 is configured to provide information to determine relevant distances in an operating environment of the RC vehicle 200. The RC vehicle 200 can be piloted between the dollies 100 as the sensor coverage afforded by the dolly positions allows a path to be planned and vehicle motion to be controlled within that.

The field of view offered by using multiple dollies 100 is much greater than a human operator can conventionally access. This allows for the elimination of blind spots and providing viewing angles not afforded to a human operator. Even where spotters may be used, the communication and control between the dollies 100 and the remote control vehicle 200 is much faster than human communication, as are responses to commands. The increase in operator safety over known systems and methods is therefore increased, as there is a reduced chance of collisions or other accidents.

Even operators not directly involved in the immediate process can be aided, as they may be warned of ‘unseen’ dangers that may not have been visible without the provision of the sensing systems 120. As well as (or instead of) the sensor systems in place on the dolly 100 there can also be sensors 300 systems embedded within the airport/apron infrastructure. For example scanning and distance measuring sensors (such as stereo vision cameras and radar) can be provided within the airport environment. The sensor systems 300 may be provide on masts or on existing structures in order to increase a field of view of the sensors by placing them at an increased elevation to ground level. Figure 34 provides an example of such an arrangement. Infrastructure sensors 300 are positioned in fixed locations around the airport. Each sensor is configured to provide information to determine relevant distances in an operating environment of an RC vehicle 200. In this example, a dolly 100 is provided in addition to the infrastructure sensors 300. In other embodiments, the dolly 100 may not be present. The dolly 100 can manoeuvre to cover any blind spots that are missed by the infrastructure sensors 300. These blind spots may be intrinsic to the positioning of the infrastructure sensors, or be caused by the passage of vehicles, for example the RC vehicle 200 itself. The dolly 100 and the infrastructure sensors 300 can therefore combine data to plot a path between them for the RC vehicle and then the RC vehicle can be controlled accordingly.

In some examples the infrastructure sensors 300 may be numerous enough and have enough coverage that no vehicle mounted sensors are required. In that case most, if not all remote controlled vehicles can be operated remotely and autonomous dollies 100 are not required.

Figure 35 shows another example in which the RC vehicle comes equipped with its own sensor system 220. The sensor system may be a complex sensor suite such as fitted to the dolly 100, or may be a more streamlined set, perhaps only consisting of one or two sensor types. The RC vehicle can broadcast its sensor data to the dolly 100, which is operable to interpret the data and combine it with its own sensor data in order to plot a path and control the RC vehicle 200.

In any of the above examples, instead of taking control of the RC vehicle completely, the control may instead take the form of placing a modifier on a control input, or a controlled output in response to a control input, from a human driver. For example, as a driver pilots an airside support vehicle, such as a set of stairs, up to a hatch of an aircraft, the throttle input (or the motor response to it) can be modified to scale the response such that the RC vehicle travels at a slower speed as it approaches the aircraft. Other examples include priming or pre- loading the brakes such that the RC vehicle 200 can be brought to a stop more quickly than if the brakes were not modified.

Using the communication system 150 the dolly 100 is operable to report any interventions that may occur. This can allow for the monitoring of systems for health and safety and performance purposes. If a particular RC vehicle has multiple ‘near misses’, in which the dolly 100 is required to intervene, then this may be indicative of a malfunction in the RC vehicle 200. A service request can therefore be created for the malfunctioning vehicle to be diagnosed and/or repaired. If a driver similarly has several ‘near misses’, then this may flag a retraining requirement to improve the driver’s performance. This logging of data can allow an audit trail to be provided. In a health and safety conscious world, having an audit trail and practices to help train drivers on safety, and to ensure malfunctions result in maintenance checks, can help a company demonstrate appropriate corporate due diligence in taking their responsibilities seriously. A system that facilitates that, whilst reducing accidents in the first place, can be attractive.

As the dolly 100 is also operable to locate both itself and the RC vehicle 200, this data can be sent to a main controller or control room, so that the positions of vehicles can be monitored. This allows positional data of all vehicles to be tracked without fitting every vehicle with a GPS or other positional sensors. This data can therefore be logged and maintained so that an up to date map of vehicles’ last known locations can be kept and verified. The dolly might be able to identify the RC vehicle (possibly which one of a number of the same RC vehicles - a unique identity for the RC vehicle). The identity of the RC vehicle may be used in determining an allowable operational envelope for the movement of the RC vehicle.

The same systems and methods for controlling a RC vehicle 200 can also be applied to the control of another dolly lOOd that may have suffered sensor damage and/or experienced other malfunctions, as shown in Figure 36. This can allow for recovery of the disabled vehicle without having to send out specific recovery equipment, such as a tow truck, and can even enable the disabled dolly lOOd to complete its task(s) before going for diagnosis and/or repair. Depending on the nature of the disability of the disabled dolly, other dollies can provide sensory input data to its controller, or actually provide control signals to the controller of the disabled dolly, or provide motive force (e.g. couple the disabled dolly to a mobile dolly to tow it or give it power).

In each of the above examples, the control signals sent from the or each control vehicle 100 to the RC vehicle 200 or the disabled dolly lOOd may be delivered via a control link established between the dollies 100 and the RC vehicle 200 or disabled dolly lOOd. Once the RC vehicle 200 has been manoeuvred into position or has completed a planned manoeuvre or task, the control link may be ended such that the RC vehicle 200 is returned to a fully “dumb” state in which it cannot operate autonomously.

In some examples the systems and methods do not comprise taking control of the RC vehicle. Instead, if a collision is likely, or some other hazard is identified a warning is provided. The warning may be in the form of a siren or light or notification on a screen.

In some examples as well as, or instead of, controlling the motion of the whole RC vehicle, just a part of the vehicle is controlled. For example the vehicle part could be a loading ramp or arm, an extending stair case, a crane boom, or any other movable part. Figure 37 illustrates a method of controlling a remote controlled vehicle.

Each concept discussed in the present disclosure, except where otherwise provided, may be utilised independently or in combination with any other concept discussed. The skilled person will understand that the specific examples discussed are simply embodiments of the discussed concepts for illustrative purposes and that combinations disclosed in relation to one specific example are not intended to limit the different combinations that could be provided without departing from the scope of the disclosure.

The terms power sharing, charging and energy sharing are used interchangeably unless stated specifically otherwise.

The examples given above with relations to the various vehicle types are equally applicable to other vehicle types, both airside and otherwise. Where an aspect of the disclosure is discussed in relation to an airside vehicle or dolly, unless otherwise necessary any feature of the described vehicle may be provided as part of a vehicle, such as a land vehicle, water vehicle, air vehicle, or road vehicle.

The following clauses, which are not claims, may relate to one or more aspects or embodiments of the present invention:

Al . A vehicle for providing an airside support function, wherein the vehicle is self- propelled and configured to be operable without a driver present in the vehicle, the vehicle comprising: a charge receiving apparatus configured to receive a charge from an external point; a charge delivering apparatus configured to deliver a charge from an external point; a traction motor; wherein the vehicle is configured to receive or deliver the charge whilst the vehicle is in motion, and/or or whilst it is carrying out its airside support function.

A2. A vehicle according to clause Al wherein the vehicle has a bodily translation electric motor adapted to move the vehicle between different places airside, and an effector motor adapted to move a component on the vehicle to perform a non- vehicle moving action, such as moving a component of the vehicle not associated with translocating the vehicle, and wherein the vehicle is adapted to receive or deliver a charge whilst either or both of the effector motor and bodily translation motor are operating.

A3. A vehicle according to clause Al or clause A2 wherein the charging apparatuses are inductive charging apparatus and/or are positioned at a fore and/or an aft position on the vehicle, and optionally are arranged to have an induction coupling plate extending generally vertically.

A4. A vehicle according to clause Al or clause A2 or clause A3 wherein the charging apparatuses comprise a plurality of charging regions on the vehicle.

A5. A vehicle according to clause A4 wherein the plurality of charging regions comprise a first charging region positioned on a front of the vehicle and a second charging region positioned on a back of the vehicle, and wherein the vehicle is configured to be arranged into a platoon of vehicles and an electrical connection made between vehicles in the platoon such that the vehicles can share charge between them.

A6. A vehicle according to any of clauses Al to A5 wherein the vehicle further comprises an energy storage means, and optionally wherein the energy storage means is either a battery or a supercapacitor.

A7. A vehicle according to any one of clauses Al to A5 wherein the vehicle does not comprise an energy storage means, and, optionally or preferably, wherein the vehicle does not comprise a charge delivering apparatus.

A8. A vehicle according to any of clauses Al to A7 wherein the vehicle comprises a distance and/or a proximity sensor, such as a radar, lidar, camera, stereo camera, or ultrasonic sensor.

A9. A vehicle according to any of clauses Al to A8 wherein the vehicle comprises a recognition sensor adapted to enable the recognition of an airside equipment and/or position of the vehicle on an airfield. A10. A vehicle according to clause A8 or clause A9 wherein the vehicle is an autonomous vehicle and/or is operable in an autonomous mode.

Al l . A vehicle according to clause A8 or clause A9 or clause A 10 wherein the vehicle is configured to follow a preceding vehicle at a predetermined distance and to receive and/or provide an electrical charge from and/or to the preceding vehicle.

A 12. A vehicle according to any of clauses Al to Al 1 wherein the vehicle is an airside support vehicle, such as a baggage handling or transporting vehicle, mobile stairs for passenger use in boarding and leaving an aircraft, a movable airbridge walkway adapted to a connect to an aircraft, baggage handling conveyor belt vehicle, a fuel bowser, deicing vehicle or equipment, a push back tug or aircraft towing tug, a personnel or passenger transport vehicle, a catering vehicle adapted to bring food to and from an aircraft, an effluent disposal vehicle adapted to remove human effluent from an aircraft. A13. A vehicle according to any of clauses Al to A12 wherein the vehicle comprises a battery charge assessor adapted to assess the charge in a battery of the vehicle and communicate that to a charge sharing controller adapted to determine whether to take action to further charge the vehicle battery or to use the existing charge in the vehicle battery to charge another vehicle.

A14. A vehicle according to any of clauses Al to A13 wherein the vehicle is a self- propelled, autonomous airside dolly.

A15. A transport system comprising a plurality of vehicles according to any of clauses Al to A 14, and preferably wherein the transport system is an airside transport system.

A 16. A retro-fit apparatus for converting a vehicle into a vehicle of any one of clauses Al to A15.

A17. A method of charging a vehicle, the method comprising: providing a first charging means on a first vehicle; providing a second charging means on a second vehicle; bringing the first vehicle proximal to the second vehicle to a power sharing relative orientation and positioning such that the first and second charging means are in power-sharing communication; and passing electrical power between the first and second vehicle, using a computer processor to control the first and/or second vehicle to manoeuvre the first and optionally the second vehicle to be in the power sharing relative orientation and positioning.

Al 8. A method according to clause A17 wherein the method further comprises: providing a third charging means and a fourth charging means, wherein the third charging means is on the second vehicle and electrically connected to the second charging means and the fourth charging means is on a third vehicle; and bringing the second vehicle and third vehicle proximal to each other to a power sharing relative orientation and positioning such that the third and fourth charging means are in power-sharing communication.

A 19. A method according to clause Al 8 further comprising providing electrical power transfer communication between all three of the first, second and third vehicles such that electrical power can be provided to all three vehicles from a single electrical source.

A20. A method according to any one of clauses A17 to A19 wherein the first vehicle comprises an energy storage means.

A21. A method according to any one of clauses Al 7 to A20 wherein the second vehicle does not comprise an energy storage means or a method according to clause A19 wherein the second vehicle comprises an energy storage means having an energy capacity smaller than an energy capacity of the energy storage means of the first vehicle.

A22. An airside support system adapted to support aircraft at an airport, the system comprising: a plurality of airside support vehicles that are self-propelled and configured to be operable without a driver present in the vehicle, and which comprise charging apparatus configured to receive a charge from an external point, and a traction motor adapted to move the vehicle over the airside space at the airport, and wherein the vehicles are configured to receive a charge whilst they are in motion, and/or or whilst they are carrying out their airside support function; a charging controller adapted to control the vehicles so as to cause a first selected vehicle to move to second selected vehicle and to move close enough to enable their charging apparatus to be able to transfer power from one of the vehicles to the other whilst the first vehicle is moving to or from its next intended position on the airfield and/or whilst the first vehicle is carrying out its support function; and the charging controller being adapted to cause power to be transferred between the first and second vehicles whilst they are moving over the airfield or whilst the first vehicle is performing its support function.

A23. A system according to clause A22 wherein the vehicles have charge storage means and sensors adapted to provide information on the level of charge stored in the charge storage means to the charging controller, and wherein the charging controller has access to the future tasks scheduled for the vehicles, and the positions on the airfield that the future tasks are to be performed, and determines whether a particular vehicle needs more charge to perform its future tasks and to travel to the location or locations that those tasks are scheduled to be performed, and if so is adapted to select another vehicle to provide charge to said particular vehicle, and is adapted to cause one or both of the said particular vehicle and the another vehicle to move to be in charging proximity and orientation relative to the other, and is configured to cause charge to be shared between the two vehicles.

A24. A system according to clause A22 or clause A23 wherein the charging controller is adapted to select said another vehicle using information relating to the scheduled tasks that said another vehicle needs to perform and when they are to be performed, the charge it will take to perform them, whether there is sufficient charge to give charge to the particular vehicle and still perform the scheduled tasks of the another vehicle, and whether there is sufficient time, allowing for charge transferring time, for the another vehicle to divert from its scheduled movements to travel to the location of the particular vehicle, or a location both the particular vehicle and said another vehicle can reach.

A25. A system according to clause A24 wherein the charging controller is adapted to select said another vehicle in circumstances where it determines that it does not have sufficient charge to give power to the selected vehicle and also complete its scheduled tasks; and wherein the charging controller is adapted to either (i) transfer one or more scheduled tasks from said another vehicle to a further vehicle so that said another vehicle does have sufficient charge and time to share charge with said selected vehicle and complete its adjusted remaining scheduled tasks, and/or (ii) cause the said another vehicle and a yet further vehicle to meet up to charge the said another vehicle so that it can complete the remainder of its scheduled tasks, the charging controller causing the said another vehicle and the yet further vehicle to share power either before or after said another vehicle shares power with the selected vehicle.

A26. A vehicle, system or method according to any of clauses Al to A25 wherein the references to airside support function are removed and the vehicle, system, or method is a warehouse system vehicle or method for moving goods between warehouse arrival locations, storage locations, and warehouse departure locations, or wherein the system, method or vehicle comprises a goods delivery logistical supply vehicle, method or system for delivering goods from a warehouse to a customer.

A27. A computer-implemented method of reducing maintenance required on battery powered airside support function equipment that is used intermittently, the method comprising automatically bringing a battery charging vehicle to the equipment at a time when the equipment is to be used and charging the equipment shortly before or whilst it is being used, thereby ensuring that there is sufficient power for the equipment to perform its function when it is needed.

A28. A method of converting an airside vehicle into an airside vehicle in accordance with any of clauses Al to A14 comprising: fitting a battery or supercapacitor or other electrical storage means to the vehicle; fitting a translocation electric motor to the vehicle for moving the vehicle bodily; fitting a charge receiving and a charge delivering apparatus to the vehicle; fitting a controller to the vehicle; and fitting a communication system to the vehicle, the communication system configured to be in communication with the controller and further configured to communicate wirelessly with other controllers and/or vehicles; and the controller being adapted to control the movement of the vehicle and/or to control power sharing between the vehicle and another electrically powered vehicle having complementary charge receiving and/or complementary charge delivery apparatus. B l . A method of providing electrical power to a battery powered self-propelled vehicle in an operating environment, the method comprising: providing an electrical energy storage vehicle; providing electrical energy to the energy storage vehicle at a remote energy provision point; driving the electrical energy storage vehicle to an operating environment; and providing electrical energy to an electric work vehicle operating in the operating environment using the electrical energy storage vehicle.

B2. A method according to clause B l, the method further comprising receiving a communication comprising an energy request for a work vehicle in the operating environment.

B3. A method according to clause B2, the method further comprising assessing an energy level of the work vehicle and generating the energy request in dependence on the charge state of the work vehicle.

B4. A method according to any of clauses B l to B3 wherein providing energy to the work vehicle comprises bringing the work vehicle and the energy storage vehicle together and forming an electrical power transfer connection between the energy storage vehicle and the work vehicle in order to charge the work vehicle.

B5. A method according to clause B4 wherein the electrical connection is formed using inductive charging.

B6. A method according to of clauses B l to B5 wherein the energy storage vehicle is driven autonomously.

B7. A method according to any of clauses Bl to B6 wherein the work vehicle is driven autonomously.

B8. A method according to any of clauses Bl to B7 wherein providing energy to the energy storage vehicle comprises charging a battery or supercapacitor of the energy storage vehicle. B9. A method according to any of clauses B l to B8 wherein the method comprises the electrical energy storage vehicle providing energy to multiple work vehicles in the operational environment.

B IO. A method according to any of clauses B l to B9 wherein charging the work vehicle takes place whilst the work vehicle is moving and/or whilst it is performing its work task.

B l l . A method according to any of clauses B l to B IO wherein the method comprises bringing the work vehicle and the energy storage vehicle side to side in order to charge the work vehicle.

B 12. A method according to any of clauses B l to B l l wherein the operating environment is a work zone within an airside environment, and optionally wherein the remote energy provision point is located within the airside environment but outside of the operating environment.

B 13. A method according to any of clauses B l to B l 2, the method further comprising planning a route and/or a schedule for the energy storage vehicle to charge a plurality of work vehicles.

B 14. A method according to any of clauses B l to B 13 wherein the work vehicle is an airside luggage or cargo transport vehicle such as a luggage or cargo dolly.

B 15. A method according to any of clauses B l to B 13 wherein the work vehicle is from the group

Movable aircraft stairs

Catering vehicle

Honey truck (aircraft human effluent disposal vehicle)

Hydrocarbon fuel bowser

Passenger or aircrew or ground crew transport

Luggage or cargo handling conveyor belt

Scissor lift

De-icer

Push back tug. Aircraft escort vehicle, e.g. adapted to show aircraft a selected runway exit path.

B 16. A method of reducing inefficiencies in a logistical system comprising a plurality of vehicles, the method comprising: providing an energy storage vehicle; providing energy to the energy storage vehicle at a remote energy provision point; driving the energy storage vehicle to an operating environment; and providing energy to a work vehicle operating in the operating environment using the energy storage vehicle.

B 17. An energy storage vehicle for use in the method of any of clauses Bl to B16, the vehicle comprising: a motor for providing propulsion for the energy storage vehicle; an energy storage means; a first charging apparatus for receiving electrical power from a static charging point; and a second charging apparatus for providing electrical power to further vehicles.

B l 8. A vehicle according to clause B17 wherein the second charging apparatus comprises a plurality of charging apparatuses.

B 19. A vehicle according to clause B 17 or clause B 18 wherein at least one and preferably all of the charging apparatuses are an inductive charging apparatus.

B20. A vehicle according to clause B 19 wherein the or each inductive charging apparatus is mounted in a vertical plane.

B21. A vehicle according to any one of clauses B17 to B20 wherein the energy storage vehicle has at least four sides and wherein each side has a charging apparatus located upon it.

B22. A logistics system comprising: a plurality of work vehicles, configured to receive energy from an energy storage vehicle; an energy storage vehicle configured to provide energy to one or more of the plurality of work vehicles; a computer device, configured to issue commands to the energy storage vehicle and the plurality of work vehicles; wherein the plurality of work vehicles, the energy storage vehicle and the computer device are in communication and wherein the computer device is configured to assign tasks to the energy storage vehicle to recharge the work vehicles.

B23. A logistics system according to clause B22 wherein the system comprises a plurality of energy storage vehicles and each energy storage vehicle is assigned to a group of work vehicles.

B24. A logistics system according to clause B22 or clause B23, wherein the vehicles are located within an airside environment.

B25. A logistics system according to any one of clauses B22 to B24 wherein the energy storage vehicles and the plurality of work vehicles are autonomous vehicles.

B26. A method of increasing the useful operational time of electrical airside support vehicles on an airfield comprising bringing an electrical charging vehicle to the vicinity of the support vehicle on the airfield and charging the support vehicle in situ in its working environment or close to its working environment, thereby avoiding the need for the support vehicle to spend downtime travelling to a fixed recharging point further away.

B27. The method of clause B26 comprising charging a plurality of electrical charging vehicles at a charging station, and moving the plurality of charged electrical charging vehicles to a plurality of different temporary locations on an airfield , and bringing a plurality of support vehicles to the charging vehicles and charging the support vehicles using the charging vehicles, at least one charging vehicle, and optionally a plurality of them, having a cluster of support vehicles in charging communication with themselves so as to have a single charging vehicle charging more than one support vehicle simultaneously.

B28. The method of clause B26 or of clause B27 comprising at least the work vehicles and optionally the charging vehicles, being computer controlled and the computer determining the location of the support vehicles and using that to determine which support vehicles will move where to meet which charging vehicle, dependent upon the position of the support vehicles, the charge they need, and the charge available in the particular charging vehicle to which they are sent by the computer, and after determining which support vehicle will go where, controlling the support vehicles to move to the determined location applicable to them.

B29. The method of clause B28 wherein the charging vehicles are computer controlled and the computer automatically determines a respective charging location where it is advantageous to send each charging vehicle and automatically moves the charging vehicles to their determined respective charging locations and automatically moves the support vehicles to their determined charging locations and causes the automatic charging of the support vehicles.

C l . A computer-implemented method of controlling or monitoring a remote controlled vehicle, the method comprising: providing a first sensor remote to the remote controlled vehicle; providing a second sensor remote to the remote controlled vehicle and the first sensor; using information from the first and second sensors to determine relevant distances in an operating environment of the remote controlled vehicle; executing a planned manoeuvre of the remote controlled vehicle, the planned manoeuvre comprising: a bodily movement of the remote controlled vehicle in the operating environment, and/or a movement of a component of the remote controlled vehicle relative to a body of the remote controlled vehicle; and using the determined distances to control or monitor a position and movement of the remote controlled vehicle when executing the planned manoeuvre.

C2. A method according to clause Cl comprising using the determined distances to determine a measured position and movement of the remote controlled vehicle, and comparing the measured position and movement of the remote controlled vehicle to an expected position and movement of the remote controlled vehicle expected in the planned manoeuvre, and using the comparison in controlling or monitoring the remote controlled vehicle when executing the planned manoeuvre. C3. A method according to clause Cl or clause C2 wherein at least one of the first and second sensors is provided on a control vehicle.

C4. A method according to clause C3 wherein the first and second remote sensors are provided on first and second control vehicles respectively, and preferably wherein the first and second vehicles are positioned relative to the remote controlled vehicle so as to obtain different fields and angles of view for the planned manoeuvre.

C5. A method according to clause C3 or clause C4 wherein the or each control vehicle is an airside vehicle in an airport environment, such as a cargo or baggage handling vehicle.

C6. A method according to any one of clauses C3 to C5 wherein the or each control vehicle is an autonomous vehicle.

C7. A method according to any one of clauses C3 to C6 comprising establishing a control link between the or each control vehicle and the remote controlled vehicle, and providing control commands via the control link to execute the planned manoeuvre.

C8. A method according to clause C7 comprising removing the control link after the planned manoeuvre has been completed.

C9. A method according to any of clauses Cl to C8 wherein a computer uses data from the first and second sensors and monitors an implementation of the planned manoeuvre by a human operator of the remote controlled vehicle and overrides the human implemented manoeuvre if the human implemented manoeuvre is predicted to result in a collision, or wherein the computer issues a warning to the human operator before a collision occurs.

CIO. A method according to clause C9 wherein the method further comprises outputting an intervention report if the planned manoeuvre prevented a collision.

Cl 1. A method according to any of clauses Cl to CIO wherein the first sensor provides data comprising remote controlled vehicle positional data and first sensor position data and the second sensor provides remote controlled vehicle positional data and second sensor position data. C 12. A method according to any of clauses Cl to C l l wherein a computer applies a modifier to a human control input, for example a speed reduction in the speed of the bodily movement of the remote controlled vehicle and/or the movement of the component of the remote controlled vehicle.

C 13. A method according to any of clauses C l to C12 wherein the method further comprises creating or populating a 3D live map, and wherein the 3D live map includes position data for the remote controlled vehicle, the first sensor and the second sensor.

C 14. A method according to any of clauses Cl to C 13 wherein the remote controlled vehicle is an airside support vehicle.

C 15. A method according to clause C3 or clause C4 or any of clauses C l to C 14 dependent via clause C3 or clause C4, wherein the or each control vehicle has multiple functions, wherein at least one of the functions is to provide a sensing platform for use in the method, and optionally wherein a second function is that of a baggage or luggage dolly.

C l 6. A method according to clause C l 5, wherein, upon completion of the planned manoeuvre, the control vehicle proceeds to carrying out one or more of its other functions.

C 17. A method according to any of clauses C l to C16 wherein the method further comprises logging a last known location of the remote controlled vehicle and/or logging the manoeuvre.

C l 8. A control vehicle configured to control or monitor a remote controlled vehicle, the control vehicle comprising: a sensor for measuring distances in an operating environment of the remote controlled vehicle; a transceiver for communicating with the remote controlled vehicle and a further control vehicle; and a processor for planning a manoeuvre for the remote controlled vehicle or for executing a previously planned manoeuvre. C19. A control vehicle according to clause C18, wherein the control vehicle further comprises a cargo carrying portion.

C20. A control vehicle according to clause C18 or clause C19, wherein the control vehicle is an airside support vehicle, such as an autonomously driven, self-propelled, airside dolly.

C21. A retro-fit apparatus for converting a vehicle into a remote controlled vehicle for use in the method of any one of clauses C 1 to C 17, the retro-fit apparatus comprising a transceiver, and optionally a controller adapted to use signals from the transceiver to control the vehicle.

C22. A retro-fit apparatus according to clause C21 wherein the retro-fit apparatus is for converting an airside support vehicle.

C23. A transportation system for reducing collisions due to human error, the system comprising: a remote controlled vehicle; a first control vehicle having a first sensor; a second control vehicle having a second sensor; and a processor, wherein the first sensor and second sensor are in communication with the processor, and wherein the processor is configured to execute a planned manoeuvre of the remote controlled vehicle, or intervene in human implementation of a planned manoeuvre, the processor being adapted to use information from the first and second sensors to control or monitor the remote controlled vehicle when executing the planned manoeuvre and/or provide a warning if a planned manoeuvre is at risk of going wrong.

C24. A transportation system according to clause C23 wherein the transportation system is an airside transportation system, comprising airside support vehicles.

C25 A transportation system according to clause C23 or clause C24 wherein the processor is adapted to control the first and second control vehicles automatically to position themselves relative to the remote control vehicle so as to obtain different fields and angles of view for the planned manoeuvre. C26. A transportation system according to clause C23 or clause C24 or clause C25 wherein the remote control vehicle has manual controls to manoeuvre it to execute the planned manoeuvre, and wherein the processor is adapted to monitor the remote controlled vehicle when executing the planned manoeuvre and to override the manual controls if the planned manoeuvre is in danger of resulting in a collision to slow the speed of movement of the remote control vehicle under human control, or take over control from the human, or stop movement of the remote controlled vehicle.

C27. A transportation system according to any one of clauses C23 to C26, wherein the remote control vehicle is incapable of automatically self-manoeuvring and needs at least one of or both of the first and second control vehicles to execute the planned manoeuvre automatically.

C28. A transportation system according to any one of clauses C23 to C27, wherein the first and second control vehicles are configured to establish a control link with the remote controlled vehicle and provide control commands via the control link to execute the planned manoeuvre.

C29. A transportation system according to clause C28, wherein the first and second control vehicles and/or the remote controlled vehicle is configured to remove the control link after the planned manoeuvre has been completed.