EP3250456A1 - Mesures de champ magnétique rapide à haute résolution pour inspection de ligne électrique - Google Patents

Mesures de champ magnétique rapide à haute résolution pour inspection de ligne électrique

Info

Publication number
EP3250456A1
EP3250456A1 EP16743879.5A EP16743879A EP3250456A1 EP 3250456 A1 EP3250456 A1 EP 3250456A1 EP 16743879 A EP16743879 A EP 16743879A EP 3250456 A1 EP3250456 A1 EP 3250456A1
Authority
EP
European Patent Office
Prior art keywords
power line
magnetic
vehicle
magnetic field
magnetic vector
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP16743879.5A
Other languages
German (de)
English (en)
Other versions
EP3250456A4 (fr
Inventor
Stephen M. SEKELSKY
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Lockheed Martin Corp
Original Assignee
Lockheed Corp
Lockheed Martin Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Lockheed Corp, Lockheed Martin Corp filed Critical Lockheed Corp
Priority claimed from US15/003,193 external-priority patent/US20160216304A1/en
Priority claimed from US15/003,206 external-priority patent/US9824597B2/en
Publication of EP3250456A1 publication Critical patent/EP3250456A1/fr
Publication of EP3250456A4 publication Critical patent/EP3250456A4/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C39/00—Aircraft not otherwise provided for
    • B64C39/02—Aircraft not otherwise provided for characterised by special use
    • B64C39/024—Aircraft not otherwise provided for characterised by special use of the remote controlled vehicle type, i.e. RPV
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/32—Constructional details of charging stations by charging in short intervals along the itinerary, e.g. during short stops
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R33/00—Arrangements or instruments for measuring magnetic variables
    • G01R33/02—Measuring direction or magnitude of magnetic fields or magnetic flux
    • G01R33/032—Measuring direction or magnitude of magnetic fields or magnetic flux using magneto-optic devices, e.g. Faraday or Cotton-Mouton effect
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01V—GEOPHYSICS; GRAVITATIONAL MEASUREMENTS; DETECTING MASSES OR OBJECTS; TAGS
    • G01V3/00—Electric or magnetic prospecting or detecting; Measuring magnetic field characteristics of the earth, e.g. declination, deviation
    • G01V3/15—Electric or magnetic prospecting or detecting; Measuring magnetic field characteristics of the earth, e.g. declination, deviation specially adapted for use during transport, e.g. by a person, vehicle or boat
    • G01V3/16—Electric or magnetic prospecting or detecting; Measuring magnetic field characteristics of the earth, e.g. declination, deviation specially adapted for use during transport, e.g. by a person, vehicle or boat specially adapted for use from aircraft
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01V—GEOPHYSICS; GRAVITATIONAL MEASUREMENTS; DETECTING MASSES OR OBJECTS; TAGS
    • G01V3/00—Electric or magnetic prospecting or detecting; Measuring magnetic field characteristics of the earth, e.g. declination, deviation
    • G01V3/38—Processing data, e.g. for analysis, for interpretation, for correction
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/0202—Control of position or course in two dimensions specially adapted to aircraft
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0259—Control of position or course in two dimensions specially adapted to land vehicles using magnetic or electromagnetic means
    • G05D1/0265—Control of position or course in two dimensions specially adapted to land vehicles using magnetic or electromagnetic means using buried wires
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/04—Control of altitude or depth
    • G05D1/042—Control of altitude or depth specially adapted for aircraft
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/10—Simultaneous control of position or course in three dimensions
    • G05D1/101—Simultaneous control of position or course in three dimensions specially adapted for aircraft
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0047—Navigation or guidance aids for a single aircraft
    • G08G5/0069—Navigation or guidance aids for a single aircraft specially adapted for an unmanned aircraft
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02G—INSTALLATION OF ELECTRIC CABLES OR LINES, OR OF COMBINED OPTICAL AND ELECTRIC CABLES OR LINES
    • H02G1/00—Methods or apparatus specially adapted for installing, maintaining, repairing or dismantling electric cables or lines
    • H02G1/02—Methods or apparatus specially adapted for installing, maintaining, repairing or dismantling electric cables or lines for overhead lines or cables
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/10—Air crafts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/62—Vehicle position
    • B60L2240/622—Vehicle position by satellite navigation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U10/00—Type of UAV
    • B64U10/25—Fixed-wing aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U2101/00—UAVs specially adapted for particular uses or applications
    • B64U2101/25—UAVs specially adapted for particular uses or applications for manufacturing or servicing
    • B64U2101/26—UAVs specially adapted for particular uses or applications for manufacturing or servicing for manufacturing, inspections or repairs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U2201/00—UAVs characterised by their flight controls
    • B64U2201/10—UAVs characterised by their flight controls autonomous, i.e. by navigating independently from ground or air stations, e.g. by using inertial navigation systems [INS]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U2201/00—UAVs characterised by their flight controls
    • B64U2201/20—Remote controls
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U50/00—Propulsion; Power supply
    • B64U50/30—Supply or distribution of electrical power
    • B64U50/34—In-flight charging
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/20—Instruments for performing navigational calculations
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R1/00—Details of instruments or arrangements of the types included in groups G01R5/00 - G01R13/00 and G01R31/00
    • G01R1/02—General constructional details
    • G01R1/06—Measuring leads; Measuring probes
    • G01R1/067—Measuring probes
    • G01R1/06705—Apparatus for holding or moving single probes
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/08—Locating faults in cables, transmission lines, or networks
    • G01R31/081—Locating faults in cables, transmission lines, or networks according to type of conductors
    • G01R31/085—Locating faults in cables, transmission lines, or networks according to type of conductors in power transmission or distribution lines, e.g. overhead
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/50—Testing of electric apparatus, lines, cables or components for short-circuits, continuity, leakage current or incorrect line connections
    • G01R31/58—Testing of lines, cables or conductors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the disclosure generally relates to magnetometer systems, and more particularly, to diamond nitrogen-vacancy (DNV) magnetometer systems to inspection of human infrastructure such as power lines and cellular communications networks.
  • DNV diamond nitrogen-vacancy
  • Transmission lines such as power lines, can acquire defects over time and use. These defects can adversely affect transmission of current and ultimately lead to failure of the transmission line.
  • Current methods of inspecting transmission lines include manually inspecting transmission lines. For example, a helicopter can be used to position the inspector close enough to visually inspect transmission lines. Given the safety considerations of such an inspection, the inspector is not able to get extremely close to the power lines and thus, the visual inspection is limited.
  • Magnetic metadata for way-point determination and other applications such as homing can be collected at will with the system described.
  • Metadata can be compiled in a central database and/or shared in real-time with other platforms and sensors for navigation and homing.
  • platforms may coordinate their information other platforms to allow those more distant platforms, with or without a magnetic sensor, to more accurately locate their positions.
  • Fig. 1 illustrates a low altitude flying object in accordance with some illustrative implementations.
  • Fig. 2A illustrates a ratio of signal strength of two magnetic sensors, A and B, attached to wings of the UAS 102 as a function of distance, x, from a center line of a power in accordance with some illustrative implementations.
  • Fig. 2B illustrates a composite magnetic field (B-field) in accordance with some illustrative implementations.
  • FIG. 3 illustrates a high-level block diagram of an example UAS navigation system in accordance with some illustrative implementations.
  • Fig. 4 illustrates an example of a power line infrastructure.
  • FIGs. 5 A and 5B illustrate examples of magnetic field distribution for overhead power lines and underground power cables.
  • Fig. 6 illustrates examples of magnetic field strength of power lines as a function of distance from the centerline.
  • Fig. 9 illustrates an example of a measured magnetic field distribution for normal power lines and power lines with anomalies according to some implementations.
  • Fig. 12 illustrates power transmission line sag between transmission towers in accordance with an illustrative embodiment.
  • Fig. 14 illustrates vector measurements along a path between adjacent towers in accordance with an illustrative embodiment.
  • Fig. 15 is a diagram illustrating an example of a system for implementing some aspects of the subject technology in accordance with some implementations.
  • DNV diamond nitrogen-vacancy
  • a magnetic sensor may be used to measure the magnetic signature of a transmission line.
  • the magnetic sensor can be equipped on a manned vehicle.
  • the manned vehicle can move along the transmission line to measure the magnetic signature of the transmission line.
  • the magnetic sensor can be included in an unmanned vehicle.
  • the transmission line can then also be used to navigate the unmanned vehicle, allowing for unmanned inspection of the transmission line.
  • An unmanned vehicle can maneuver using power lines and can also inspect the same power lines for defects.
  • the measurements of these magnetic fields are not hindered by vegetation or poor visibility conditions that impact other inspection methods such as a visual, optical, and laser inspection methods. Accordingly, the detection of defects such as a downed power line can proceed in poor visibility weather or when vegetation has overgrown the power lines.
  • the subject technology can include one or more magnetic sensors, a magnetic navigation database, and a feedback loop that can control an unmanned vehicle's position and orientation.
  • High sensitivity to magnetic fields of DNV magnetic sensors for magnetic field measurements can be utilized.
  • the DNV magnetic sensor can also be low cost, space, weight, and power (C-SWAP) and benefit from a fast settling time.
  • C-SWAP low cost, space, weight, and power
  • the DNV magnetic field measurements allow UAS systems to align themselves with the power lines, and to rapidly move along the power-line infrastructure routes. Navigation is enabled in poor visibility conditions and/or in GPS-denied environments. Further, the UAS operation may occur in close proximity to power lines facilitating stealthy transit.
  • DNV-based magnetic sensors can be approximately 100 times smaller than conventional magnetic sensors and can have a reaction time that that is approximately 100,000 times faster than sensors with similar sensitivity.
  • FIG. 1 is a conceptual diagram illustrating an example of an UAS 102 navigation along power lines 104, 106, and 108, according to some implementations of the subject technology.
  • the UAS 102 can exploit the distinct magnetic signatures of power lines for navigation such that the power lines can serve as roads and highways for the UAS 102 without the need for detailed a priori knowledge of the route magnetic characteristics.
  • This field is an illustration of the strength of the magnetic field measured by one or more magnetic sensors in the UAS.
  • the peak of the field 208 corresponds to the UAS 102 being above the location of the middle line 106.
  • the sensors would read strengths corresponding to points 202 and 204.
  • a computing system on the UAS or remote from the UAS can calculate combined readings. Not all of the depicted components may be required, however, and one or more implementations may include additional components not shown in the figure. Variations in the arrangement and type of the components may be made, and additional components, different components, or fewer components may be provided.
  • a vehicle such as a UAS
  • a vehicle can include one or more navigation sensors, such as DNV sensors.
  • the vehicle's goal could be to travel to an initial destination and possibly return to a final destination.
  • Known navigation systems can be used to navigate the vehicle to an intermediate location.
  • a UAS can fly using GPS and/or human controlled navigation to the intermediate location.
  • the UAS can then begin looking for the magnetic signature of a power source, such as power lines. To find a power line, the UAS can continually take measurements using the DNV sensors.
  • the UAS can fly in a circle, straight line, curved pattern, etc. and monitor the recorded magnetic field.
  • the magnetic field can be compared to known characteristics of power lines to identify if a power line is in the vicinity of the UAS.
  • the measured magnetic field can be compared with known magnetic field characteristics of power lines to identify the power line that is generating the measured magnetic field.
  • information regarding the electrical infrastructure can be used in combination with the measured magnetic field to identify the current source.
  • a database regarding magnetic measurements from the area that were previously taken and recorded can be used to compare the current readings to help determine the UAS's location.
  • the UAS positions itself at a known elevation and position relative to the power line. For example, as the UAS flies over a power line, the magnetic field will reach a maximum value and then begin to decrease as the UAS moves away from the power line. After one sweep of a known distance, the UAS can return to where the magnetic field was the strongest. Based upon known characteristics of power lines and the magnetic readings, the UAS can determine the type of power line.
  • the UAS can change its elevation until the magnetic field is a known value that corresponds with an elevation above the identified power line. For example, as shown in Figure 6, a magnetic field strength can be used to determine an elevation above the current source.
  • the UAS can also use the measured magnetic field to position itself offset from directly above the power line. For example, once the UAS is positioned above the current source, the UAS can move laterally to an offset position from the current source. For example, the UAS can move to be 10 kilometers to the left or right of the current source.
  • the UAS can be programmed, via a computer 306, with a flight path. In various implementations, once the UAS establishes its position, the UAS can use a flight path to reach its destination. In various implementations, the magnetic field generated by the transmission line is perpendicular to the transmission line. In these implementations, the vehicle will fly
  • the UAS can follow the detected power line to its destination. In this example, the UAS will attempt to keep the detected magnetic field to be close to the original magnetic field value. To do this, the UAS can change elevation or move laterally to stay in its position relative to the power line. For example, a power line that is rising in elevation would cause the detected magnetic field to increase in strength as the distance between the UAS and power line decreased.
  • the navigation system of the UAS can detect this increased magnetic strength and increase the elevation of the UAS.
  • on board instruments can provide an indication of the elevation of the UAS. The navigation system can also move the UAS laterally to the keep the UAS in the proper position relative to the power lines.
  • the magnetic field can become weaker or stronger, as the UAS drifts from its position of the transmission line. As the change in the magnetic field is detected, the navigation system can make the appropriate correction. For a UAS that only has a single DNV sensor, when the magnetic field had decreased by more than a predetermined amount the navigation system can make corrections. For example, the UAS can have an error budget such that the UAS will attempt to correct its course if the measured error is greater than the error budget. If the magnetic field has decreased, the navigation system can instruct the UAS to move to the left. The navigation system can continually monitor the magnetic field to see if moving to the left corrected the error.
  • the navigation system can instruct the UAS to fly to the right to its original position relative to the current source and then move further to the right. If the magnetic field decreased in strength, the navigation system can deduce that the UAS needs to decrease its altitude to increase the magnetic field. In this example, the UAS would originally be flying directly over the current source, but the distance between the current source and the UAS has increased due to the current source being at a lower elevation. Using this feedback loop of the magnetic field, the navigation system can keep the UAS centered or at an offset of the current source. The same analysis can be done when the magnetic field increases in strength. The navigation can maneuver until the measured magnetic field is within the proper range such that the UAS in within the flight path.
  • the UAS can also use the vector measurements from one or more DNV sensors to determine course corrections.
  • the readings from the DNV sensor are vectors that indicate the direction of the sensed magnetic field.
  • the vector can provide an indication of the direction the UAS should move to correct its course. For example, the strength of the magnetic field can be reduced by a threshold amount from its ideal location.
  • the magnetic vector of this field can be used to indicate the direction the UAS should correct to increase the strength of the magnetic field. In other words, the magnetic field indicates the direction of the field and the UAS can use this direction to determine the correct direction needed to increase the strength of the magnetic field, which could correct the UAS flight path to be back over the transmission wire.
  • the navigation system can determine if the UAS needs to correct its course by moving left, right, up, or down. For example, if both DNV sensors are reading a stronger field, the navigation system can direct the UAS to increase its altitude. As another example if the left sensor is stronger than expected but the right sensor is weaker than expected, the navigation system can move the UAS to the left.
  • a recent history of readings can also be used by the navigation system to identify how to correct the UAS course. For example, if the right sensor had a brief increase in strength and then a decrease, while the left sensor had a decrease, the navigation system can determine that the UAS has moved to far to the left of the flight path and could correct the position of the UAS accordingly.
  • FIG. 3 illustrates a high-level block diagram of an example UAS navigation system 300, according to some implementations of the subject technology.
  • the UAS navigation system of the subject technology includes a number of DNV sensors 302a, 302b, and 302c, a navigation database 304, and a feedback loop that controls the UAS position and orientation.
  • a vehicle can contain a navigation control that is used to navigate the vehicle. For example, the navigation control can change the vehicle's direction, elevation, speed, etc.
  • the DNV magnetic sensors 302a-302c have high sensitivity to magnetic fields, low C-SWAP and a fast settling time.
  • FIG. 4 illustrates an example of a power line infrastructure. It is known that widespread power line infrastructures, such as shown in FIG. 4, connect cities, critical power system elements, homes and businesses.
  • the infrastructure may include overhead and buried power distribution lines, transmission lines, railway catenary and 3 rd rail power lines and underwater cables.
  • Each element has a unique electro-magnetic and spatial signature. It is understood that, unlike electric fields, the magnetic signature is minimally impacted by man- made structures and electrical shielding. It is understood that specific elements of the
  • Figures 5A and 5B illustrate examples of magnetic field distribution for overhead power lines and underground power cables. Both above-ground and buried power cables emit magnetic fields, which unlike electrical fields are not easily blocked or shielded. Natural Earth and other man-made magnetic field sources can provide rough values of absolute location.
  • the sensitive magnetic sensors described here can locate strong man-made magnetic sources, such as power lines, at substantial distances. As the UAS moves, the measurements can be used to reveal the spatial structure of the magnetic source (point source, line source, etc.) and thus identify the power line as such. In addition, once detected the UAS can guide itself to the power line via its magnetic strength. Once the power line is located its structure is determined, and the power line route is followed and its characteristics are compared to magnetic way points to determine absolute location. Fixed power lines can provide precision location reference as the location and relative position of poles and towers are known. A compact on-board database can provide reference signatures and location data for waypoints. Not all of the depicted components may be required, however, and one or more implementations may include additional components not shown in the figure. Variations in the arrangement and type of the components may be made, and additional components, different components, or fewer components may be provided.
  • Figure 6 illustrates examples of magnetic field strength of power lines as a function of distance from the centerline showing that even low current distribution lines can be detected to distances in excess of 10 km.
  • DNV sensors provide 0.01 uT sensitivity (le-10 T), and modeling results indicates that high current transmission line (e.g. with 1000 A - 4000 A) can be detected over many tens of km.
  • high current transmission line e.g. with 1000 A - 4000 A
  • These strong magnetic sources allow the UAS to guide itself to the power lines where it can then align itself using localized relative field strength and the characteristic patterns of the power-line configuration as described below.
  • Figure 7 illustrates an example of a UAS 702 equipped with DNV sensors 704 and 706.
  • Figure 8 is a plot of a measured differential magnetic field sensed by the DNV sensors when in close proximity of the power lines. While power line detection can be performed with only a single DNV sensor precision alignment for complex wire configurations can be achieved using multiple arrayed sensors. For example, the differential signal can eliminate the influence of diurnal and seasonal variations in field strength. Not all of the depicted components may be required, however, and one or more implementations may include additional components not shown in the figure. Variations in the arrangement and type of the components may be made, and additional components, different components, or fewer components may be provided.
  • a vehicle can also be used to inspect power transmission lines, power lines, and power utility equipment.
  • a vehicle can include one or more magnetic sensors, a magnetic waypoint database, and an interface to UAS flight control.
  • the subject technology may leverage high sensitivity to magnetic fields of DNV magnetic sensors for magnetic field measurements.
  • the DNV magnetic sensor can also be low cost, space, weight, and power (C-SWAP) and benefit from a fast settling time.
  • C-SWAP low cost, space, weight, and power
  • the DNV magnetic field measurements allow UASs to align themselves with the power lines, and to rapidly move along power-line routes and navigate in poor visibility conditions and/or in GPS- denied environments. It is understood that DNV-based magnetic sensors are approximately 100 times smaller than conventional magnetic sensors and have a reaction time that that is approximately 100,000 times faster than sensors with similar sensitivity such as the EMDEX LLC Snap handheld magnetic field survey meter..
  • power lines can be efficiently surveyed via small unmanned aerial vehicles (UAVs) on a routine basis over long distance, which can identify emerging problems and issues through automated field anomaly identification.
  • UAVs small unmanned aerial vehicles
  • a land based vehicle or submersible can be used to inspect power lines. Human inspectors are not required to perform the initial inspections. The inspections of the subject technology are quantitative, and thus are not subject to human interpretation as remote video solutions may be.
  • Figure 9 illustrates an example of a measured magnetic field distribution for normal power lines 904 and power lines with anomalies 902 according to some implementations.
  • the inspection method of the subject technology is a highspeed anomaly mapping technique that can be employed for single and multi-wire transmission systems.
  • the subject solution can take advantage of existing software modeling tools for analyzing the inspection data.
  • the data of a normal set of power lines may be used as a comparison reference for data resulting from inspection of other power lines (e.g., with anomalies or defects).
  • Damage to wires and support structure alters the nominal magnetic field characteristics and is detected by comparison with nominal magnetic field characteristics of the normal set of power lines. It is understood that the magnetic field measurement is minimally impacted by other structures such as buildings, trees, and the like. Accordingly, the measured magnetic field can be compared to the data from the normal set of power lines and the measured magnetic field's magnitude and if different by a predetermined threshold the existence of the anomaly can be indicated. In addition, the vector reading between the difference data can also be compared and used to determine the existence of anomaly.
  • FIGs. 10A and 10B are block diagrams of a system for detecting deformities in a transmission line in accordance with an illustrative embodiment.
  • An illustrative system 100 includes a transmission line 1005 and a magnetometer 1030. The magnetometer can be included within a vehicle.
  • FIG. 10A and 10B illustrate the direction of a current through the transmission line 1005.
  • the magnetometer 1030 can be passed along the length of the transmission line 1005.
  • Figures 10A and 10B include an arrow parallel to the length of the transmission line 1005 indicating the relative path of the magnetometer 1030.
  • any suitable path may be used.
  • the magnetometer 1030 can follow the curvature of the transmission line 1005.
  • the magnetometer 1030 does not have to remain at a constant distance from the transmission line 1005.
  • the magnetometer 1030 can measure the magnitude and/or direction of the magnetic field along the length of the transmission line 1005. For example, the magnetometer 1030 measures the magnitude and the direction of the magnetic field at multiple sample points along the length of the transmission line 1005 at the same orientation to the transmission line 1005 at the sample points. For instance, the magnetometer 1030 can pass along the length of the transmission line 1005 while above the transmission line 1005.
  • any suitable magnetometer can be used as the magnetometer 1030.
  • the magnetometer uses one or more diamonds with NV centers.
  • magnetometer 1030 can have a sensitivity suitable for detecting changes in the magnetic field around the transmission line 1005 caused by deformities. In some instances, a relatively insensitive magnetometer 1030 may be used. In such instances, the magnetic field surrounding the transmission line 1005 should be relatively strong. For example, the magnetometer 1030 can have a sensitivity of about 10 "9 Tesla (one nano-Tesla). Transmission lines can carry a large current, which allows detection of the magnetic field generated from the transmission line over a large distances. For example, for high current transmission lines, the magnetometer 1030 can be 10 kilometers away from the transmission source. The magnetometer 1030 can have any suitable measurement rate.
  • the magnetometer 1030 can measure the magnitude and/or the direction of a magnetic field at a particular point in space ten thousand times per second. In another example, the magnetometer 1030 can take a measurement fifty thousand times per second. Further description of operation of a DNV sensor is described in U.S. Patent
  • the orientation of the magnetometer 1030 to the transmission line 1005 can be maintained along the length of the transmission line 1005. As the magnetometer 1030 passes along the length of the transmission line 1005, the direction of the magnetic field can be monitored. If the direction of the magnetic field changes or is different than an expected value, it can be determined that a deformity exits in the transmission line 1005.
  • the magnetometer 1030 can be located at any suitable location around the transmission line 1005 along the length of the transmission line 1005 and the magnetometer 1030 may not be held at the same orientation along the length of the transmission line 1005. In such embodiments, the magnetometer 1030 may be maintained at the same distance from the transmission line 1005 along the length of the transmission line 1005 (e.g., assuming the same material such as air is between the magnetometer 1030 and the transmission line 1005 along the length of the transmission line 1005).
  • Fig. 10A illustrates the system in which the transmission line 1005 does not contain a deformity.
  • Fig. 10B illustrates in which the transmission line 1005 includes a defect 1035.
  • the defect 1035 can be a crack in the transmission line, a break in the transmission line, a
  • a defect 1035 is a condition of the
  • the magnetic field direction 1025 corresponds to the current 1020.
  • the reflected current magnetic field direction 1045 corresponds to the reflected current 1040.
  • the magnetic field direction 1025 is opposite the reflected current magnetic field direction 1045 because the current 1020 travels in the opposite direction from the reflected current 1040. Accordingly, the magnetic field measured in the transmission line would be based upon both the current 1020 and the reflected current 1040. This magnetic field is different in magnitude and possibly direction from the magnetic field 1025.
  • the difference between the magnetic fields 1020 and 1040 can be calculated and used to indicate the presence of the defect 1035.
  • the magnitude of the detected magnetic field reduces.
  • the threshold value may be a percentage of the expected value, such as ⁇ 5%, ⁇ 10%, ⁇ 15%, ⁇ 50%, or any other suitable portion of the expected value. In alternative embodiments, any suitable threshold value may be used.
  • the magnitude of the current 1020 may be equal to or substantially similar to reflected current 1040.
  • the combined magnetic field around the transmission line 1005 will be zero or substantially zero. That is, the magnetic field generated by the current 1020 is canceled out by the equal but opposite magnetic field generated by the reflected current 1040.
  • the defect 1035 may be detected using the magnetometer 1030 by comparing the measured magnetic field, which is substantially zero, to an expected magnetic field, which is a non-zero amount.
  • the magnitude of the reflected current 1040 is less than the magnitude of the current 1020. Accordingly, the magnitude of the magnetic field generated by the reflected current 1040 is less than the magnitude of the magnetic field generated by the current 1020. Although the magnitudes of the current 1020 and the reflected current 1040 may not be equal, the current magnetic field direction 1025 and the reflected current magnetic field direction 1045 are still opposite. Thus, the net magnetic field will be a magnetic field in the current magnetic field direction 1025. The magnitude of the net magnetic field is the magnitude of the magnetic field generated by the current 1020 reduced based upon the magnitude of the magnetic field generated by the reflected current 1040. As mentioned above, the magnetic field measured by the magnetometer 1030 can be compared against a threshold. Depending upon the severity, size, and/or shape of the defect 1035, the net magnetic field sensed by the
  • the magnetometer 1030 may or may not be less than (or greater than) the threshold value.
  • the threshold value can be adjusted to adjust the sensitivity of the system. That is, the more that the threshold value deviates from the expected value, the larger the deformity in the transmission line 1005 is to cause the magnitude of the sensed magnetic field to be less than the threshold value. Thus, the closer that the threshold value is to the expected value, the finer, smaller, less severe, etc. deformities are detected by the system 100.
  • Figure 11 illustrates current paths through a transmission line with a deformity 1135 in accordance with an illustrative embodiment.
  • Figure 11 is meant to be illustrative and explanatory only and not meant to be limiting with respect to the functioning of the system.
  • a current can be passed through the transmission line 1105, as discussed above.
  • the current paths 1120 illustrate the direction of the current.
  • the transmission line 1105 includes a deformity 1135.
  • the deformity 1135 can be any suitable deformity, such as a crack, a dent, an impurity, etc.
  • the current passing through the transmission line 1105 spreads uniformly around the transmission line 1105 in portions that do not include the deformity 1135. In some instances, the current may be more concentrated at the surface of the transmission line 1105 than at the center of the transmission line 1105.
  • the deformity 1 135 is a portion of the transmission line 1105 that does not allow or resists the flow of electrical current.
  • the current passing through the transmission line 1105 flows around the deformity 1135.
  • the current magnetic field direction 1025 is perpendicular to the direction of the current 1020.
  • the direction of the magnetic field around the transmission line 1005 is perpendicular to the length of the
  • the transmission line 1105 may have a deformity that reflects a portion of the current, as illustrated in Figure 10B, and that deflects the flow of the current, as illustrated in Figure 11.
  • the size, shape, type, etc. of the deformity 1135 determines the spatial direction of the magnetic field surrounding the deformity 1135.
  • multiple samples of the magnetic field around the deformity 1135 can be taken to create a map of the magnetic field.
  • each of the samples includes a magnitude and direction of the magnetic field.
  • one or more characteristics of the deformity 1135 can be determined, such as the size, shape, type, etc. of the deformity 1135. For instance, depending upon the map of the magnetic field, it can be determined whether the deformity 1135 is a dent, a crack, an impurity in the transmission line, etc.
  • the map of the magnetic field surrounding the deformity 1135 can be compared to a database of known deformities. In an illustrative embodiment, it can be determined that the deformity 1135 is similar to or the same as the closest matching deformity from the database. In an alternative embodiment, it can be determined that the deformity 1135 is similar to or the same as a deformity from the database that has a similarity score that is above a threshold score.
  • the similarity score can be any suitable score that measures the similarity between the measured magnetic field and one or more known magnetic fields of the database.
  • a vehicle that includes one or magnetometers can navigate via the power lines that are being inspected.
  • the vehicle can navigate to an known position, e.g., a starting position, identify the presence of a power line based upon the sensed magnetic vector. Then the vehicle can determine the type of power line and further determine that the type of power line is the type that is to be inspected. The vehicle can then autonomously or semi-autonomously navigate via the power lines as described in detail above, while inspecting the power lines at the same time.
  • an known position e.g., a starting position
  • a vehicle may need to avoid objects that are in their navigation path.
  • a ground vehicle may need to maneuver around people or objects, or a flying vehicle may need to avoid a building or power line equipment.
  • a flying vehicle may need to avoid a building or power line equipment.
  • the vehicle can be equipment with sensors that are used to locate the obstacles that are to be avoided.
  • Systems such as a camera system, focal point array, radar, acoustic sensors, etc., can be used to identify obstacles in the vehicles path.
  • the navigation system can then identify a course correction to avoid the identified obstacles.
  • Power transmission lines can be stretched between two transmission towers. In these instances, the power transmission lines can sag between the two transmission towers.
  • the power transmission line sag depends on the weight of the wire, tower spacing and wire tension, which varies with ambient temperature and electrical load. Excessive sagging can cause shorting when the transmission line comes into contact with brush or other surface structures. This can caused power transmission lines to fail.
  • Figure 12 illustrates power transmission line sag between transmission towers in accordance with an illustrative embodiment.
  • a transmission line 1210 is shown with "normal" sag 1222. Here sag is determined based upon how far below the transmission line is from the tower height.
  • the transmission line 1210 is stretched between a first tower 1202 and a second tower 1204.
  • a second transmission line 1220 is shown with excessive sag. When this occurs the transmission line 1220 can come into contact with vegetation 1230 or other surface structures that can cause on or failure to the line.
  • a vector measurement made with a magnetometer mounted on a UAV can measure the wire sag as the UAV flies along the power lines.
  • Figure 13 depicts the instantaneous measurement of the magnetic field at point X' as the UAV flies at a fixed height above the towers.
  • a larger horizontal (x) component of the magnetic field indicates more sag.
  • Figure 14 depicts the variation in magnetic field components for the wire with nominal sag, and for the wire with excessive sag as the UAV transits between towers 1 and 2.
  • the X and Z components for a transmission line under normal/nominal sag are shown (1408 and 1402 respectively).
  • the X component 1406 and the Z component 1404 of a line experiencing excessive sag is also shown.
  • the cable sag may be measured by flying the UAV along the cable from tower to tower.
  • Figure 14 shows the modulation in vector components of the magnetic field for different sag values.
  • a look-up table can be constructed to retrieve the sag from these measurements for wires between each pair of towers along the UAV flight route.
  • a database of prior vector measurements can be compared with measurements. In general the flatter the curves the less sag.
  • the exact value of the sag depends on the distance between towers and, which is measured by the UAV, and the angle of the vector at the tower.
  • the vector measurements can be used to determine if the power line is experiencing greater or lesser sag as expected. When this occurs, an indication that the power line is experiencing a sag anomaly can be indicated and/or reported.
  • FIG. 15 is a diagram illustrating an example of a system 1000 for implementing some aspects of the subject technology.
  • the system 1500 includes a processing system 1502, which may include one or more processors or one or more processing systems.
  • a processor can be one or more processors.
  • the processing system 1502 may include a general-purpose processor or a specific-purpose processor for executing instructions and may further include a machine-readable medium 1519, such as a volatile or non-volatile memory, for storing data and/or instructions for software programs.
  • the instructions which may be stored in a machine- readable medium 1510 and/or 1519, may be executed by the processing system 1502 to control and manage access to the various networks, as well as provide other communication and processing functions.
  • the instructions may also include instructions executed by the processing system 1502 for various user interface devices.
  • the processing system 1502 may include an input port 1522 and an output port 1524. Each of the input port 1522 and the output port 1524 may include one or more ports.
  • the input port 1522 and the output port 1524 may be the same port (e.g., a bi-directional port) or may be different ports.
  • the processing system 1502 may be implemented using software, hardware, or a combination of both.
  • the processing system 1502 may be implemented with one or more processors.
  • a processor may be a general-purpose microprocessor, a
  • DSP Digital Signal Processor
  • ASIC Application Specific Integrated Circuit
  • FPGA Field Programmable Gate Array
  • PLD Programmable Logic Device
  • controller a state machine, gated logic, discrete hardware components, or any other suitable device that can perform calculations or other manipulations of information.
  • a machine-readable medium can be one or more machine-readable media.
  • Software shall be construed broadly to mean instructions, data, or any combination thereof, whether referred to as software, firmware, middleware, microcode, hardware description language, or otherwise. Instructions may include code (e.g., in source code format, binary code format, executable code format, or any other suitable format of code).
  • Machine-readable media may include storage integrated into a processing system such as might be the case with an ASIC.
  • Machine-readable media may also include storage external to a processing system, such as a Random Access Memory (RAM), a flash memory, a Read Only Memory (ROM), a Programmable Read-Only Memory (PROM), an Erasable PROM (EPROM), registers, a hard disk, a removable disk, a CD-ROM, a DVD, or any other suitable storage device.
  • RAM Random Access Memory
  • ROM Read Only Memory
  • PROM Erasable PROM
  • registers a hard disk, a removable disk, a CD-ROM, a DVD, or any other suitable storage device.
  • a machine-readable medium is a computer-readable medium encoded or stored with instructions and is a computing element, which defines structural and functional
  • a network interface 1516 may be any type of interface to a network (e.g., an Internet network interface), and may reside between any of the components shown in FIG. 15 and coupled to the processor via the bus 1504.
  • a device interface 1518 may be any type of interface to a device and may reside between any of the components shown in FIG. 15.
  • a device interface 1518 may, for example, be an interface to an external device (e.g., USB device) that plugs into a port (e.g., USB port) of the system 1500.
  • an external device e.g., USB device
  • a port e.g., USB port
  • One or more of the above-described features and applications may be implemented as software processes that are specified as a set of instructions recorded on a computer readable storage medium (alternatively referred to as computer-readable media, machine-readable media, or machine-readable storage media).
  • a computer readable storage medium alternatively referred to as computer-readable media, machine-readable media, or machine-readable storage media.
  • processing unit(s) e.g., one or more processors, cores of processors, or other processing units
  • the computer readable media does not include carrier waves and electronic signals passing wirelessly or over wired connections, or any other ephemeral signals.
  • the computer readable media may be entirely restricted to tangible, physical objects that store information in a form that is readable by a computer.
  • the computer readable media is non-transitory computer readable media, computer readable storage media, or non-transitory computer readable storage media.
  • a computer program product (also known as a program, software, software application, script, or code) can be written in any form of programming language, including compiled or interpreted languages, declarative or procedural languages, and it can be deployed in any form, including as a stand-alone program or as a module, component, subroutine, object, or other unit suitable for use in a computing environment.
  • a computer program may, but need not, correspond to a file in a file system.
  • a program can be stored in a portion of a file that holds other programs or data (e.g., one or more scripts stored in a markup language document), in a single file dedicated to the program in question, or in multiple coordinated files (e.g., files that store one or more modules, sub programs, or portions of code).
  • a computer program can be deployed to be executed on one computer or on multiple computers that are located at one site or distributed across multiple sites and interconnected by a communication network.
  • ASICs application specific integrated circuits
  • FPGAs field programmable gate arrays
  • integrated circuits execute instructions that are stored on the circuit itself.
  • the subject technology is directed to DNV application to magnetic navigation via power lines.
  • the subject technology may be used in various markets, including for example and without limitation, advanced sensors and mobile space platforms.

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Abstract

L'invention concerne des procédés et des configurations pour une application DNV dans l'inspection rapide et rentable de lignes de transport et de distribution d'électricité.
EP16743879.5A 2015-01-28 2016-01-21 Mesures de champ magnétique rapide à haute résolution pour inspection de ligne électrique Withdrawn EP3250456A4 (fr)

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US201562109006P 2015-01-28 2015-01-28
US201562109551P 2015-01-29 2015-01-29
US15/003,193 US20160216304A1 (en) 2015-01-28 2016-01-21 Rapid high-resolution magnetic field measurements for power line inspection
US15/003,206 US9824597B2 (en) 2015-01-28 2016-01-21 Magnetic navigation methods and systems utilizing power grid and communication network
PCT/US2016/014385 WO2016122966A1 (fr) 2015-01-28 2016-01-21 Mesures de champ magnétique rapide à haute résolution pour inspection de ligne électrique

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