GB2609201A

GB2609201A - An airside vehicle system and a method of operating an airside vehicle system

Info

Publication number: GB2609201A
Application number: GB2110507.7A
Authority: GB
Inventors: Keene David; Brewerton Simon
Original assignee: Richmond Design and Marketing Ltd
Current assignee: Richmond Design and Marketing Ltd
Priority date: 2021-07-21
Filing date: 2021-07-21
Publication date: 2023-02-01
Also published as: GB202110507D0

Abstract

An airside vehicle system 10 comprising a lead self-propelled airside vehicle 1001 and a follower self-propelled airside vehicle 1002, wherein the lead vehicle 1001 comprises a sensing system to provide at least one sensing output and is configured to process the output to provide autonomous control signals to itself. The lead vehicle 1001 is further configured to receive input from an operator and to process the input to enable operation of the lead vehicle 1001 in a manual mode. The follower vehicle 1002 is configured to follow a path of the lead vehicle 1001 when the lead vehicle 1001 operates in the autonomous mode and the manual mode. Further aspects disclose attaching a seat and manual controls to the airside vehicle. This may be used for baggage or cargo handling systems at airports. This invention has the advantage of allowing an airside vehicle system to continue to operate when the ability of the system to operate autonomously is compromised, for example when adverse weather conditions affect a sensing system of one or more vehicles of the system.

Description

AN AIRSIDE VEHICLE SYSTEM AND A METHOD OF OPERATING AN

AIRSIDE VEHICLE SYSTEM

TECHNICAL FIELD

The present invention relates to an airside vehicle system, in particular an airside vehicle system comprising at least one self-propelled airside vehicle configured to operate in an autonomous mode. The invention is particularly applicable to systems comprising a plurality of self-propelled airside vehicles, possibly several vehicles or even more, and to fleets of self-propelled autonomously guided vehicles. The invention also relates to a method of operating an airside vehicle system.

BACKGROUND

Baggage handling systems operate in airports all over the world to transfer baggage from a passenger to an aircraft and back to the passenger at their destination.

Particularly in busy airports, baggage handling systems are under a large amount of strain and depend upon efficiency to operate effectively. It is therefore desirable to increase efficiency. Efficiency can be measured in terms of minimising downtime such as wait-times, maximising speed of delivery, maximising utilisation of available space, both on vehicles and within infrastructure, and minimising energy usage.

However, due to constraints such as regulatory constraints and practical constraints, known baggage handling systems include a number of drawbacks, many of which impact upon efficiency. Similar drawbacks are also applicable to cargo handling systems, of which baggage handling systems may be considered a subset One such drawback is due to the operation of vehicles for transporting the baggage from a baggage hall to the aircraft. In a typical system, a baggage tractor, driven by a human driver, pulls a train of baggage dollies that are mechanically releasablycoupled to each other in a line, each of which is laden with baggage either within a unit load device (ULD) or otherwise carried on a cargo portion of the baggage dolly.

The train generally comprises a tractor and two or three baggage dollies, sometimes more, resulting in a long and somewhat unwieldy baggage train.

The train may instead comprise cargo dollies. Cargo dollies are usually larger than baggage dollies but ultimately are similar in function. Baggage dollies are generally used with a ULD whereas cargo dollies are generally used with either a ULD or a wrapped cargo loading area. Some dollies may have integral cargo storage means, such as a welded frame. Some dollies are fitted with a frame with curtains for retaining cargo or baggage within the frame.

The fact that the baggage trains are unwieldy often results in them being damaged. For example, it is common for drivers to misjudge tight corners and scrape the sides of the baggage dollies in their train, as the baggage dollies hit stationary objects. in addition, the path followed by dollies in the train around a corner is typically tighter than the path followed by the tractor towing the train. As such, although a driver may steer the tractor around a corner to avoid an obstacle, one or more of the dollies in the train, in particular dollies furthest from the tractor, may not clear the obstacle. Dollies in the train are also susceptible to swaying and jack-knifing when being towed, for example when the tractor has to stop suddenly. These factors limit the number of dollies that can be effectively towed in a train I5 Moreover, when aligning themselves with loading positions for the baggage dollies, it is common for the driver to deliberately run the train up against a wall to assist in alignment. Damage to the baggage dollies is therefore expected, and drivers do not actively avoid driving in ways to prevent damage In order to prevent the baggage trains being subjected to excessive damage, baggage dollies in particular are designed to withstand impacts and scrapes. This is achieved through choice of materials, such as steel, as well as providing each dolly as a large structure that is capable of absorbing impacts, by providing thick sides and corners.

All of this contributes to the mass of the baggage dolly, resulting in typical baggage dollies having a mass of the order of 1 ton. This of course increases the power required to pull the train of baggage dollies, increasing fuel usage and costs.

Impacts will also cause damage to infrastructure within the baggage handling system.

Occasionally it will therefore be necessary to provide repairs to infrastructure or stationary objects such as concrete pillars, kerbs, and walls, in response to damage caused by baggage dollies.

The use of baggage trains also restricts the efficiency of use of each individual baggage dolly. For example, baggage trains are semi-permanently joined such that they operate with set lengths. This means that if only a single baggage dolly is required, a full baggage train, which may comprise a baggage tractor and three or more dollies, will still be used to transport the baggage. It takes time and manpower to uncouple baggage dollies from a train and so they are habitually left coupled even when they are not needed for any particular task. Thus, one or two baggage dollies will lack utilisation. decreasing efficiency of the system as whole In the baggage hall itself, the fact that baggage trains consist of a baggage tractor and a plurality of baggage dollies, each being towed via a lengthy tow bar, in order to provide reasonable cornering ability of the baggage trains, means that a substantial amount of the length of each baggage train cannot be used for loading. Thus, areas of the baggage hall adjacent to these parts of the train are not used to their potential and space is wasted.

Solutions to some or all of the above problems may be provided through the use of self-propelled airside dollies configured to operate in an autonomous mode, for example as disclosed in W02020128442A2. However, the use of such dollies may introduce further problems. Baggage dollies are typically required to operate outside. Dollies configured to operate in an autonomous mode typically rely on the use of one or more sensors to enable operation in an autonomous mode. These sensors may be vulnerable to external factors For example, sensors which rely on exposure to light, such as cameras, radar, and LTDAR, may experience reduced performance in bad weather. Other sensors, such as those forming part of a global positioning satellite system, may experience reduced performance when a communication network on which the sensors rely is compromised, for example during a cyber-attack. This in turn may affect the ability of the dollies to operate effectively in an autonomous mode. It also reduces the attraction of using self-propelled autonomous dollies because they cannot be used in heavy rain, or snow, or fog, for example, or even when the sun is low in the sky and "blinding" optical sensors on the dollies, such as LIDAR.

SUMMARY OF THE INVENTION

An aspect of the invention provides an airside vehicle system comprising a lead self-propelled airside vehicle and a follower self-propelled airside vehicle. The lead vehicle and the follower vehicle each comprise: a drive system for driving the vehicle; a controller configured to control the drive system in response to control signals; and a processor configured to provide control signals to the controller. The lead vehicle further comprises a sensing system configured to provide at least one sensing output to the processor of the lead vehicle, the processor of the lead vehicle being configured to process the at least one sensing output to provide control signals to the controller of the lead vehicle, to enable operation of the lead vehicle in an autonomous mode. The processor of the lead vehicle is further configured to receive an operator input from a human operator, the processor of the lead vehicle being configured to process the at least one operator input to provide control signals to the controller of the lead vehicle, to enable operation of the lead vehicle in a manual mode. The processor of the follower vehicle is configured to provide control signals to the controller of the follower vehicle to follow a path followed by the lead vehicle when the lead vehicle operates in the autonomous mode and when the lead vehicle operates in the manual mode.

The lead vehicle may comprise a self-propelled airside dolly comprising a cargo portion configured to hold baggage. Alternatively, the lead vehicle may not comprise a cargo portion. For example, the only function of the lead vehicle may be to guide the follower vehicle. The follower vehicle may comprise a self-propelled airside dolly comprising a cargo portion configured to hold baggage Alternatively, the follower vehicle may comprise a different self-propelled vehicle, such as a fuel truck, a fuel bowser, a set of portable stairs, a portable de-icing apparatus, a portable scissor lift, shuttle bus, or an aircraft tug. The term "vehicle' as used herein applies to any piece of self-propelled equipment.

In this aspect, and all the following aspects, embodiments and examples, a self-propelled airside dolly may refer to a baggage dolly, a cargo dolly or any other airside dolly. For brevity and clarity "baggage dolly" or simply "dolly" is predominantly used and is not intended to limit the invention to only baggage dollies, but, in addition to meaning conventional baggage dollies, also includes cargo dollies and airside dollies in general.

The follower vehicle is configured, e.g. programmed, to follow a path followed by the lead vehicle. Therefore, where the lead vehicle follows a path to avoid an obstacle, the follower vehicle will follow the same path to also avoid the obstacle. This is advantageous over a dolly system, for example, in which a baggage tractor tows a conventional baggage dolly by means of a mechanical attachment. in such a system, a path taken by the baggage tractor to avoid an obstacle may not necessarily be followed exactly by the towed baggage dolly. As such, there is a risk that the towed baggage dolly will make contact with the obstacle.

In use, the follower vehicle may travel behind the lead vehicle. Alternatively, the lead vehicle may travel behind the follower vehicle, effectively guiding the follower vehicle from behind. It will be appreciated that the term 'follower' is not intended to limit the follower vehicle to travelling behind the lead vehicle in use. It is also not intended to limit the direction of travel of the lead vehicle or the follower vehicle; the lead vehicle may travel in a forwards or backwards direction with the follower vehicle arranged in front or behind.

When the lead vehicle operates in the autonomous mode, the lead vehicle may be given a specific task. For example, where the lead and follower vehicle each comprise a self-propelled baggage dolly, the lead dolly may be tasked with the delivery of baggage to a specific aircraft. The baggage may be distributed between the cargo portions of the lead dolly and the follower dolly. The lead dolly, operating in the autonomous mode, will select a path from its current location to the aircraft, avoiding any obstacles and reacting to any changes in its environment along the way. The follower dolly will follow the lead dolly and follow the same path selected by the lead dolly. in this way, the airside dolly system operates autonomously to carry out the specific task without the input of a human operator.

In the event that the lead vehicle is not able to operate in the autonomous mode, for example due to adverse weather conditions compromising the sensing system of the lead vehicle, the lead vehicle can be operated in the manual mode. A human operator can provide one or more inputs to the processor of the lead vehicle, through a suitable interface, to control movement of the lead vehicle. The one or more inputs provided by the human operator may comprise one or more inputs to steer, accelerate, decelerate, and/or stop the lead vehicle. For example, the human operator can provide inputs to guide the lead vehicle to avoid an obstacle. Again, the follower vehicle will follow the path taken by the lead vehicle to avoid the obstacle.

In known airside vehicle systems comprising one or more vehicles configured to operate in an autonomous mode, it may not be possible to use the system for example during adverse weather conditions compromising a sensing system of one or more of the vehicles. A conventional vehicle system, in which a baggage tractor tows conventional baggage dollies by means of mechanical attachments, for example, may have to be used instead. As such, this introduces problems associated with conventional vehicle systems and means that the advantages of a vehicle system comprising one or more vehicles configured to operate in an autonomous mode cannot be exploited.

The airside vehicle system may comprise a plurality of follower self-propelled airside vehicles. Each follower vehicle may comprise: a drive system for driving the vehicle; a controller configured to control the drive system in response to control signals; and a processor configured to provide control signals to the controller. The processor may IS be configured to provide control signals to the controller to follow a path followed by the lead vehicle when the lead vehicle operates in the autonomous mode and when the lead vehicle operates in the manual mode.

Each of the plurality of follower vehicles may comprise a self-propelled airside dolly comprising a cargo portion configured to hold baggage. Alternatively, one or more of the plurality of follower vehicles may comprise a different self-propelled vehicle. The plurality of follower vehicles may comprise any combination of different self-propelled vehicles The lead vehicle and the plurality of follower vehicles may operate, in use, in a predetermined formation known as a train, with a first follower vehicle following the lead vehicle and a second follower vehicle following the first follower vehicle. The airside vehicle system may comprise any number of follower vehicles. Each follower vehicle may be configured to follow the vehicle in front of it in operation.

Alternatively, one or more follower vehicle may travel in front of the lead vehicle in operation. For example, a first subset of follower vehicles may travel behind the lead vehicle and a second subset of follower vehicles may travel in front of the lead vehicle, such that the lead vehicle travels in the middle of the train. In another example, the lead vehicle may travel at the back of the train, with all of the follower vehicles travelling in front of the lead vehicle.

The total number of vehicles of the airsidc vehicle system, including the lead vehicle and the follower vehicles, may be more than four. The total number of vehicles may be ten or more. In other embodiments, the lead vehicle and the plurality of follower vehicles may operate, in use in a different predetermined formation, such as a sideby-side formation or an echelon.

In known vehicle systems, in which a baggage tractor tows conventional baggage dollies by means of mechanical attachments, for example, the total number of towed vehicles may be limited to four due to the manoeuvrability limitations caused by the mechanical attachments. In the aforementioned example, the mechanical attachments may allow four towed dollies to follow the same or similar path of the baggage tractor around an obstacle, whereas a fifth towed dolly may follower a tighter path resulting in contact between the fifth towed dolly and the obstacle. As such the invention may reduce the number of human operators required to manoeuvre a plurality of dollies, with the lead dolly operating in the manual mode, because more follower dollies can be included in the train compared to towed dollies in a conventional dolly system. For example, where a system according to the invention could comprise eight follower dollies, two human operated baggage tractors towing four dollies each may be required to transport the same amount of cargo in a conventional system.

The follower vehicle, or one or more of the plurality of follower vehicles, may comprise a sensing system configured to provide at least one sensing output to the processor of the follower vehicle, the processor of the follower vehicle being configured to process the at least one sensing output to provide control signals to the controller of the follower vehicle, to enable operation of the follower vehicle in an autonomous mode.

The follower vehicle, or one or more of the plurality of follower vehicles, may therefore bc configured to operate in an autonomous modc. This may enable the or each follower vehicle to follow the vehicle in front of it in operation, or to be guided by the vehicle behind it. The sensing system may enable the or each follower vehicle to 'see' the vehicle in front of it or behind it to determine a path followed by the lead vehicle. The sensing system may also enable the or each follower vehicle to 'see' obstacles within an operating environment of the airside vehicle system. The follower vehicles may rely only on their sensing systems alone to follow a path followed by the lead vehicle, for example by following the vehicle in front of it when operating in a train.

In certain scenarios, for example during adverse weather conditions, the sensing systems of the lead vehicle and the or each follower vehicle comprising a sensing system may be compromised. in such scenarios, the sensing system of the or each follower vehicle may still have sufficient functionality so as to 'see' a vehicle in front of it or behind it. For example, the or each follower vehicle may be following close behind the vehicle in front of it. The sensing system of the or each follower vehicle may be able to produce short-range data, indicative of information relating to the vehicle in front of it or behind it when operating in a train, which can be relied upon in conditions where longer-range data may not be as reliable. The lead vehicle can be operated in the manual mode, as described above, and the or each follower vehicle can still follow a path followed by the lead vehicle through use of its sensing system.

The lead vehicle may comprise one or more sensor targets. Where the airside vehicle system comprises a plurality of follower vehicles, one or more of the plurality of follower vehicles may comprise one or more sensor targets. The one or more sensor targets may comprise one or more infrared targets, lights, beacons, and/or reflectors.

The one or more sensor targets may be located on the front, back, and/or one or more sides of the respective vehicle. The one or more sensor targets may help a follower vehicle 'see' the respective vehicle when visibility is compromised. Appropriate sensor targets may be provided in dependence on the types of sensors of the sensing system of the or each follower vehicle. The processor of the one or more follower vehicles may be configured to recognise the sensor targets based on one or more sensing outputs provided by the sensing system, and to use data from the recognised targets as inputs to control routines ahead of other inputs.

The follower vehicle, or one or more of the plurality of follower vehicles, may itself be able to carry out tasks autonomously when it is not following a path followed by the lead vehicle. The sensing system of the or each follower vehicle may be operable in a restricted mode in which a range of the sensing system is reduced. This may improve localisation of the vehicle in front of or behind the or each follower vehicle.

For example, the sensing system of the or each follower vehicle may comprise a LTDAR sensor used to determine a distance between the follower vehicle and an object within the surroundings of the follower vehicle. In the restricted mode, the range of the LIDAR sensor may be reduced to enable reliable determination of a distance between the follower vehicle and a vehicle in front of or behind the follower vehicle. For example, the processor of the follower vehicle may be configured to ignore sensing outputs from the LIDAR sensor that are indicative of objects which are a distance from the follower vehicle that is above a predetermined threshold. The processor of the follower vehicle may be configured to ignore sensing outputs from the LIDAR sensor that are not indicative of a sensor target of another vehicle of the airside vehicle system.

The sensing system may comprise a camera, and the field of view of the camera may be reduced in the restricted mode to enable reliable capturing of image data of the vehicle in front or behind. The sensing system of the or each follower vehicle may be operated in the restricted mode when the sensing system is compromised to enable the or each follower vehicle to continue to follow the vehicle in front, and/or to be guided by the vehicle behind.

The follower vehicle, or one or more of the plurality of follower vehicles, may comprise a sensing system having an operating range and/or capability which is less than the operating range and/or capability of the sensing system of the lead vehicle. In some examples, the or each follower vehicle may not be required to operate in an autonomous mode when not operating as part of the airside vehicle system In other examples, the or each follower vehicle may only be required to operate in a restricted autonomous mode, for example comprising a restricted speed of travel. As such, the or each follower vehicle only requires a sensing system which allows the follower vehicle to follow a vehicle in front of it or be guided by a vehicle behind it when operating as part of the airside vehicle system, and/or which allows the follower vehicle to operate in a restricted autonomous mode. For example, the follower vehicle may comprise a short-range camera and or a short-range LIDAR scanner. This reduces the overall cost and complexity of the airside vehicle system.

The follower vehicle, or one or more of the plurality of follower vehicles, may be operable in a restricted mode when not operating as part of the airsick vehicle system and may be operable in a derestricted mode when operating as part of the airside vehicle system. For example, the speed of travel of the or each follower vehicle may be limited in the restricted mode and delimited in in the dcrestricted mode, such that the or each follower vehicle may be able to travel at or near its maximum speed of travel when operating in the derestricted mode The follower vehicle, or one or more of the plurality of follower vehicles, may therefore have a sensing system which allows the follower vehicle to operate in an autonomous mode when not operating as part of the airside vehicle system, but which only allows for restricted capability, for example in terms of speed of travel. When the or each follower vehicle is operating as part of the airside vehicle system, it is essentially relying on the more capable/longer range sensing system of the lead vehicle. The follower vehicle, or one or more of the plurality, of follower vehicles, can therefore operate with increased capability, e.g. at a greater speed of travel, when operating as part of the airside vehicle system. I5

The airside vehicle system may comprise a communication system configured to provide a communication link between the lead vehicle and the follower vehicle or one or more of the plurality of follower vehicles. The processor of the lead vehicle may be configured to provide control signals to the processor of the follower vehicle, or one or more of the plurality of follower vehicles, using the communication system.

The processor of the follower vehicle, or one or more of the plurality of follower vehicles, may be configured to provide control signals received from the processor of the lead vehicle to the controller of the follower vehicle to follow a path followed by the lead vehicle when the lead vehicle operates in the autonomous mode and when the lead vehicle operates in the manual mode.

The communication system may comprise a local communication system. The lead vehicle may comprise a transmitter in communication with the processor of the lead vehicle. The follower vehicle, or one or more of the plurality of follower vehicles, may comprise a receiver in communication with the processor of the follower vehicle.

The transmitter and the or each receiver may from part of the communication system.

The transmitter may be configured to transmit control signals from the processor of the lead vehicle. The or each receiver may be configured to receive the control signals from the transmitter of the lead vehicle. The transmitter and the or each receiver may be configured in direct communication to deliver control signals from the lead vehicle to the or each follower vehicle comprising a receiver. The communication system may not comprise an intermediate relay between the transmitter and the or each receiver. The communication system is advantageously less vulnerable to being compromised, for example by means of a cyber attack.

The lead vehicle may therefore be configured to provide instructions to the follower vehicle, or one or more of the plurality of follower vehicles, to enable the or each follower vehicle to follow a path followed by the lead vehicle. The follower vehicle, or one or more of the plurality of follower vehicles, may not comprise a sensing system which enables operation of the follower vehicle in an autonomous mode. For example, the follower vehicle, or one or more of the plurality of follower vehicles, may not comprise any sensors which enable the follower vehicle to 'see' its surroundings, such as cameras, radar, or LIDAR. In such embodiments, the or each follower vehicle is still able to follow a path followed by the lead vehicle because the lead vehicle can provide the or each follower vehicle with instructions to do so without the or each follower vehicle being required to 'see' its surroundings.

Where the follower vehicle, or one or more of the plurality of follower vehicles, does comprise a sensing system, the or each follower vehicle may utilise a combination of the at least one sensing output provided by the sensing system of the follower vehicle and control signals received from the processor of the lead vehicle to follow a path followed by the lead vehicle, in some examples, the processor of the follower vehicle, or one or more of the plurality of follower vehicles, may be configured to ignore control signals received from the lead vehicle and instead rely on its sensing system to follow a path followed by the lead vehicle. This may advantageously enhance the security of the vehicle system as it would make it more difficult to control the vehicle system through unauthorised control of the lead vehicle.

Another advantage of the lead vehicle providing instructions to the follower vehicle, or one or more of the plurality of follower vehicles, is that the vehicles are able to perform synchronised manoeuvres. For example, when the vehicles are operating as a train, the lead vehicle can provide control signals to the follower vehicle(s) to cause the follower vehicle(s) to perform a stop at the same time as the lead vehicle. The vehicles in the train can therefore perform a synchronised stop, which may mitigate against collisions between the vehicles on stopping. This particularly advantageous when the train is required to stop suddenly. In the case of known vehicle systems, in which a baggage tractor tows conventional baggage vehicles by means of mechanical attachments, for example, a sudden stop may result in jack-knifing or swaying of vehicles being towed by the baggage tractor. In the system of the present invention such events may be avoided by means of a synchronised stop.

Where the airside vehicle system comprises a plurality of follower vehicles, the airside vehicle system may comprise a communication system configured to provide a communication link between the plurality of follower vehicles. The plurality of follower vehicles may comprise a first follower vehicle and a second follower vehicle. The processor of the first follower vehicle may be configured to provide control signals to the processor of the second follower vehicle using the communication system The processor of the second follower vehicle may be configured to provide IS control signals received from the processor of the first follower vehicle to the controller of the second follower vehicle to follow a path followed by the lead vehicle when the lead vehicle operates in the autonomous mode and when the lead vehicle operates in the manual mode.

The plurality of follower vehicles may comprise first, second and third follower vehicles. The processor of the first follower vehicle may be configured to provide control signals to the processor of the second follower vehicle using the communication system. The processor of the second follower vehicle may be configured to provide control signals to the processor of the third follower vehicle using the communication system. The processor of the second follower vehicle may be configured to provide control signals received from the processor of the first follower vehicle to the controller of the second follower vehicle to follow a path followed by the lead vehicle when the lead vehicle operates in the autonomous mode and when the lead vehicle operates in the manual mode. The processor of the third follower vehicle may be configured to provide control signals received from the processor of the second follower vehicle to the controller of the third follower vehicle to follow a path followed by the lead vehicle when the lead vehicle operates in the autonomous mode and when the lead vehicle operates in the manual mode.

The communication system configured to provide a communication link between the plurality of follower vehicles may be the same communication system configured to provide a communication link between the lead vehicle and the follower vehicles. The communication system may be a local communication system. The first follower vehicle may comprise a transmitter in communication with the processor of the first follower vehicle. The second follower vehicle may comprise a receiver in communication with the processor of the second follower vehicle. The transmitter and the receiver may from part of the communication system.

The transmitter may be configured to transmit control signals from the processor of the first follower vehicle and the receiver may be configured to receive the control signals from the transmitter. The transmitter and the receiver may be configured in direct communication. The communication system may not comprise an intermediate relay between the or each transmitter and the or each receiver. I5

When operating as a train, one or more of the follower vehicles may receive instructions from the vehicle in front and deliver instructions to the vehicle following behind. Alternatively, or additionally, one or more of the follower vehicles may receive instructions from the vehicle behind and deliver instructions to the vehicle in front. The vehicles may pass instructions from the lead vehicle along the train of follower vehicles. This may be advantageous as only short-range transmitters and receivers between vehicles may be required. This may be a more reliable way of providing a communication link between the vehicles. This may also enhance the security of the vehicle system, as short-range transmitters and receivers may be less susceptible to a cyber attack. This also enables the follower vehicles to adjust the instructions from the lead vehicle, if necessary, before passing them along the train.

The lead vehicle may comprise a platform on which a human operator can stand to allow the human operator to travel with the lead vehicle when the lead vehicle operates in the manual mode. The lead vehicle may comprise a scat to allow a human operator to travel with the lead vehicle when the lead vehicle operates in the manual mode. This allows the human operator to see obstacles which may lay in the path of the lead vehicle. The human operator can then provide an operator input to the processor of the lead vehicle to cause the lead vehicle to avoid the obstacles accordingly. This is particularly advantageous when visibility within the operating environment of the airside vehicle system is compromised, for example due to adverse weather conditions. In such conditions, it may be difficult to provide operator inputs to the processor of the lead vehicle remotely from a location spaced apart from the lead vehicle, because it may be difficult to see the lead vehicle and/or obstacles in the path of the lead vehicle from that location.

The lead vehicle may comprise a seat mount. The seat mount and the seat may comprise inter-engaging mounting formations adapted to enable the seat to be removably attached to the seat mount. The seat may be moveably attached to the seat mount such that the seat is moveable between a deployed configuration, in which the seat is capable of having a human sit in it, and a stowed configuration, in which the seat occupies less space. These features advantageously enable the seat to be quickly removed or stowed when it is not required, for example when the lead vehicle operates in the autonomous mode. This may save weight and/or space on the lead vehicle. In IS some embodiments, the seat may be attached to or removed form the seat mount in a matter of minutes.

Where the lead vehicle comprises a self-propelled airside dolly comprising a cargo portion configured to hold baggage, the lead vehicle may comprise a platform comprising the cargo portion. The seat mount and the seat may be configured such that the seat is arranged outside an area of the platform which comprises the cargo portion when the seat is attached to the seat mount or when the seat adopts the deployed configuration. This advantageously maximises the area of the lead vehicle that is capable of carrying cargo. This also means that an existing self-propelled airside dolly can be easily retrofitted with a seat to provide a lead vehicle. The overall size of a platform of a dolly does not need to be increased to provide scat.

The lead vehicle may comprise a cab. The seat may be arranged within the cab. The cab may provide shelter for a human operator in adverse weather conditions.

The lead vehicle may comprise a cab mount. The cab mount and the cab may comprise inter-engaging mounting formations adapted to enable the cab to be removably attached to the cab mount. This enables the cab to be removed when not required, for example when the lead vehicle operates in the autonomous mode, or when the lead vehicle operates in a manual mode and a cab is not required to protect a human operator travelling with the lead vehicle.

The cab and the seat may comprise a common unit. The cab and the seat may comprise inter-engaging mounting formations adapted to enable the scat to be removably attached to the cab. This may advantageously mean that the lead vehicle only requires a single mount to mount both the cab and the seat. When the cab and seat are required, both can be mounted in a single operation saving time and effort.

The lead vehicle may comprise manual controls configured to allow a human operator to provide an operator input. The airside vehicle system may comprise a remote-control unit configured to allow a human operator to provide an operator input. The manual controls may allow a human operator travelling with the lead vehicle to guide the lead vehicle around any obstacles. The remote-control unit may allow a human IS operator to guide the lead vehicle from a remote location or while travelling with the lead vehicle. The manual controls and/or the remote-control unit may comprise one or more of a joystick, a steering wheel, and any other suitable manual input.

The lead vehicle may comprise a control mount. The manual controls, and/or the remote-control unit, and the control mount may comprise inter-engaging mounting formations adapted to enable the manual controls and/or the remote-control unit to be removably attached to the control mount. This may enable the manual controls and/or the remote-control unit to be removed from the control mount when not in use, for example when the lead vehicle operates in the autonomous mode The follower vehicle, or one or more of the plurality of follower vehicles, may also comprise a platform, a seat, a seat mount, a cab, and/or a cab mount as described above to allow the human operator to travel with the follower vehicle, in use, a human operator may travel with any of the follower vehicles and control the lead vehicle, when in the manual modc, from any of thc follower vehicles, for example using the remote-control unit.

It will be appreciated that the present invention is applicable to a fleet of self-propelled airside vehicles, the fleet comprising tens, hundreds, or even more self-propelled airside vehicles. A first subset of the vehicles may be configurable as lead vehicles and a second subset of the vehicles may be configurable as follower vehicles. For example, 10, 20, 30, 40, or 50 % of the vehicles may be configurable as lead vehicles with the remaining vehicles, or a subset of the remaining vehicles, being configurable as follower vehicles.

Another aspect of the invention provides a method of operating an airside vehicle system comprising a lead self-propelled airside vehicle and a follower self-propelled airside vehicle. The method comprises: operating the lead vehicle in an autonomous mode; switching operation of the lead vehicle to a manual mode; and operating the follower vehicle to follow a path followed by the lead vehicle when the lead vehicle is operating in the autonomous mode and when the lead vehicle is operating in the manual mode.

The airside vehicle system may comprise a plurality of follower self-propelled airside vehicles. The method may comprise operating each of the plurality of follower vehicles to follow a path followed by the lead vehicle when the lead vehicle is operating in the autonomous mode and when the lead vehicle is operating in the manual mode.

Operating the or each follower vehicle to follow a path followed by the lead vehicle may comprise operating the or each follower vehicle in an autonomous mode.

The method may comprise reducing the range of a sensing system of the follower vehicle, or one or more of the plurality of follower vehicles, the sensing system enabling operation of the or each follower vehicle in the autonomous mode Operating the or each follower vehicle to follow a path followed by the lead vehicle may comprise providing control signals from the lead vehicle to the or each follower vehicle.

Operating the or each follower vehicle to follow a path followed by the lead vehicle may comprise providing control signals from one or more of the follower vehicles to one or more other of the follower vehicles.

Another aspect of the invention provides a method of converting a plurality of self-propelled airside vehicles into an airsidc vehicle system comprising one or more lead self-propelled airside vehicles and one or more follower self-propelled airside vehicles, wherein each of the plurality of self-propelled airside vehicles comprises: a drive system for driving the vehicle: a controller configured to control the drive system in response to control signals; and a processor configured to provide control signals to the controller; the method comprising: attaching a scat to each of a first subset of the plurality of self-propelled airside vehicles, or deploying a seat of a first subset of the plurality of self-propelled airside vehicles: to provide one or more lead self-propelled airside vehicles: attaching manual controls to each of the one or more lead self-propelled airside vehicles: IS configuring the processor of each of the one or more lead self-propelled airside vehicles to: receive at least one operator input from a human operator though the manual controls: and process the at least one operator input to provide control signals to the controller of the lead vehicle to enable operation of the lead vehicle in a manual mode: and configuring the processor of each of a second subset of the plurality of self-propelled airside vehicles to provide one or more follower self-propelled airside vehicles, wherein configuring the processor comprises configuring the processor to provide control signals to the controller of the follower vehicle to follow a path followed by one of the lead vehicles when the lead vehicle operates in the manual mode.

The above aspect of the invention provides for adapting an existing fleet of self-propelled airside vehicles into an airside vehicle system according to the invention. The or each lead vehicle and/or the or each follower vehicle may comprise a self-propelled airside dolly comprising a cargo portion configured to hold baggage.

The steps of attaching a seat to each of a first subset of the plurality of self-propelled airside vehicles, or deploying a seat of a first subset of the plurality of self-propelled airside vehicles, to provide one or more lead self-propelled airside vehicles, and attaching manual controls to each of the one or more lead self-propelled airside vehicles can be completed in less than or equal to I hour, less than 30 minutes, less than 20 minutes, less than 5 minutes, or less than 1 minute.

Another aspect of the invention provides a method of improving the performance of an airside vehicle system comprising a plurality of self-propelled airside vehicles when visibility within an operating environment of the airside vehicle system is compromised, wherein each of the plurality of self-propelled airside vehicles comprises: a drive system for driving the vehicle; a controller configured to control the drive system in response to control signals; a processor configured to provide control signals to the controller; and a sensing system configured to provide at least one sensing output to the processor, the processor being configured to process the at least one I5 sensing output to provide control signals to the controller, to enable operation of the vehicle in an autonomous mode; the method comprising, for each vehicle: operating the sensing system to provide at least one sensing output indicative of information relating to one or more objects within the operating environment, wherein optionally a distance between the one or more objects and the vehicle is less than or equal to 50 metres, 40 metres, 30 metres, 20 metres, 10 metres, 5 metres, or 1 metre; providing the at least one sensing output indicative of information relating to one or more objects in proximity to the vehicle to the processor; and processing the at least one sensing output using the processor to provide control signals to the controller.

The above aspect of the invention enables an airside vehicle system to continue to operate autonomously when visibility within an operating environment of the airside vehicle system is compromised. In summary, short-range data from the sensing systems is used instead of long-rang data to improve the reliability of sensing signals used to control movement of the vehicles. The short-range data may comprise data relating to one or more of the other vehicles in the airside vehicle system. The or each vehicle may comprise a self-propelled airside dolly comprising a cargo portion configured to hold baggage.

The method may method further comprise: configuring the processor of each of a first subset of the plurality of self-propelled airside vehicles to provide one or more lead self-propelled airside vehicles, wherein configuring the processor comprises configuring the processor to: receive at least one operator input from a human operator; and process the at least one operator input to provide control signals to the controller of the lead vehicle to enable operation of the lead vehicle in a manual mode; configuring the processor of each of a second subset of the plurality of self-propelled airside vehicles to provide one or more follower self-propelled airside vehicles, wherein configuring the processor comprises configuring the processor to provide control signals to the controller of the follower vehicle to follow a path followed by one of the lead vehicles when the lead vehicle operates in the manual mode: IS providing at least one operator input from a human operator to the processor of each of the lead vehicles; processing the at least one operator input using the processor to provide control signals to the controller of the lead vehicle to operate the lead vehicle in the manual mode: and providing control signals to the controller of each of the follower vehicles from the processor of the follower vehicle to follow a path followed by one of the lead vehicles.

The method may method further comprise: providing at least one operator input from a human operator to the processor of each of the lead vehicles to cause the lead vehicle to follow a path between a first location and a second location; wherein a distance between the first location and the second location is significantly greater than a minimum operational range of the sensing system of the one or more follower vehicles.

This may mean that the follower vehicles only require short-range sensing systems to transport cargo over distances significantly greater than an operating range of the sensing systems, because the follower vehicles are able to follow a path followed by the lead vehicle. Such short-range sensing systems may be cheaper, more robust, and/or more reliable.

Embodiments of the invention are applicable to multiple use cases. For example, the lead vehicle can be operated to 'collect' one or more follower vehicles to move the follower vehicle(s) from a first location to a second location. This may include the lead vehicle collecting a malfunctioning follower vehicle to move the follower vehicle to a location where it can be repaired, such as a service depo or the like. in another example, the lead dolly may be operated to move a plurality of follower vehicles from a first location to a second location, leave a first subset of the follower vehicles at the second location, and move a second subset of the follower vehicles to a third location. The first subset of follower vehicles may be originally, arranged behind the lead vehicle or in front of the lead vehicle, and may be separated from the lead vehicle by one or more other follower vehicles. In another example, the lead vehicle may move a first subset of follower vehicles from a first location to a second location before moving a second subset of follower vehicles, already located at the second location, from the second location to a third location.

BRIEF DESCRIPTION OF THE DRAWINGS

Embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings: Figure 1 shows an amide vehicle system according to an embodiment of the invention; Figure 2 shows a schematic side view of a lead vehicle of the system of Figure 1; Figure 3 shows a schematic diagram of components and systems of the lead vehicle of the system of Figure 1; Figure 4 shows an example of the airside vehicle system of Figure 1 in operation; Figure 5 shows an example of a prior art vehicle system; Figure 6 shows another view of the prior art vehicle system of Figure 5; Figure 7 shows a flow chart illustrating a method according to an embodiment of the invention; Figure 8 shows a schematic side view of another embodiment of a lead vehicle of the system of Figure 1; Figure 9 shows a schematic side view of a seat mount of the lead vehicle of Figure 8; Figure 10 shows a schematic side view of a scat of the lead vehicle of Figure 8; Figure 11 shows a schematic plan view of the scat mount of Figure 9; Figure 12 shows a schematic plan view of the seat of Figure 10; Figure 13 shows a schematic side view of the seat Figure 10 attached to the seat mount of Figure 9; Figure 14 shows a schematic side view of another embodiment of a lead vehicle of the system of Figure 1; Figure 15 shows another schematic side view of the lead vehicle of Figure 14; Figure 16 shows a schematic side view of another embodiment of a seat and cab of the lead vehicle of Figure 14; Figure 17 shows a schematic plan view of the seat and cab of Figure 16; Figure 18 shows a schematic side view of another embodiment of a lead vehicle of the system of Figure 1; and Figure 19 shows another schematic side view of the lead vehicle of Figure 18.

DETAILED DESCRIPTION

Figure 1 shows an airside vehicle system 10 according to an embodiment of the invention. The airside vehicle system 10 comprises a lead self-propelled airside vehicle 1001 and a plurality of follower self-propelled airside vehicles 1002-100n-hi.

Figure 1 shows the lead vehicle 1001 and the follower vehicles 1002-10011-1 arranged in a train. in this example, the lead vehicle 1001 is arranged at the front of the train with the follower vehicles 1002-100,-1 arranged sequentially behind the lead vehicle 1001. However, in other examples, the lead vehicle may be arranged at the back of the train; with the follower vehicles arranged sequentially in front of the lead vehicle; or the lead vehicle may be arranged in the middle of the train with a first subset of follower vehicles arranged sequentially in front of the lead vehicle and a second subset of follower vehicles arranged sequentially behind the lead vehicle.

In the embodiment of Figure 1, the system 10 comprises a first follower vehicle 1002 following behind the lead vehicle 1001, a second follower vehicle 1003 following behind the first follower vehicle 1002, and a third follower vehicle 1004 following behind the second follower vehicle 1003. The system 10 may comprise any suitable number of follower vehicles 1001 arranged between the third follower vehicle 1004 and an end follower vehicle 100nii in the train. In some examples, the system 10 may comprise tens of follower vehicles 1002 - In other embodiments, the airside vehicle system 10 may comprise a single follower vehicle In the example of Figure 1, the lead vehicle 1001 and each of the follower vehicles 1002-100,i, comprises a self-propelled airside dolly. In other examples, one or more of the vehicles 1001 -100,111 may comprise an alternative self-propelled airside vehicle. It will be appreciated that the example comprising dollies is merely illustrative.

Figure 2 shows a schematic side view of the lead dolly 1001 of the system 10 of Figure 1. Figure 3 shows a schematic diagram of components and systems of the lead dolly 1001 of the system 10 of Figure 1. The dolly 1001 includes a platform 102 comprising a cargo area or cargo portion 104 within which cargo is received. The cargo shown is a unit load device (ULD) 106, which is configured to carry baggage within the system 10 of Figure 1, ULDs 106 are common in the art and can be loaded with baggage or other goods to be delivered to a baggage receiver such as a passenger aircraft or cargo aircraft. ULDs 106 are therefore designed to be filled whilst in situ on a dolly 1001, or alternatively to be filled and then loaded when full onto a dolly 1001, and then passed as a unit from the dolly 1001 to a hold of an aircraft.

The platform 102 is propelled by a drive system 108 comprising four wheels 110 provided in pairs towards each end of the platform 102 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 I 10 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 dolly 1001 to move forwards, backwards, and steer, providing full control of the motion of the dolly 1001. Although the depicted embodiment provides steering by differential control of the motor 112 of each wheel 110, a separate steering system that controls any of -and optionally all of -the wheels 110 could be provided instead.

For example a steering system is provided in some examples which provides rotation Li of the wheels. The rotation may be from the straight ahead position (i.e. 00) and up to +/-30°, +/-450, +/-700, +/-800, +/-90°, +/-10010, +/-110°, +/-135°, +/-1800, +/-270° or +/-360°. Examples in which all of the wheels which are ground engaging ae steerable together allows the dolly to translate linearly in a non-longitudinal motion.

In other examples only one of the axles is steered, for example the front axle.

The dolly 1001 includes a number of other systems that operate in conjunction with the processor 116 to provide additional features to the dolly 1001. 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.

The systems, 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 dolly 1001. 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 the present embodiment, the electrical power supply comprises six lead-acid batteries, at 8v, each having a power storage of 3.5 kWh. However, other embodiments may include any other number, type, voltage, and power of batteries or other electrical charge storage systems that are capable of providing the required power to run the baggage dolly.

The dolly 1001 further comprises a sensing system 120 to enable operation of the dolly 1001 in an autonomous mode. The sensing system 120 as shown includes a GPS sensor 122, a gyroscopic sensor 124, four camera sensors 126 mounted on respective pylons 146 mounted to the platform 102, and four LIDAR sensors 128. One of each of the camera sensors 126 and LTDAR sensors 128 are positioned towards each end of the platform 102. The GPS sensor 122 and gyroscopic sensor 124 are positioned centrally within the platform 102, adjacent to the processor 116. The camera sensors 126 and LTDAR sensors 128 are mounted on pylons positioned at the four corners of the platform.

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 dolly 1001, orientation data of the dolly 1001, image or visual data of the surroundings of the dolly 1001, speed and direction data of the dolly 1001, and distance data of objects surrounding the dolly 1001. 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 dolly 1001 and its surroundings. The way in which sensing data is processed by the processor 116 in order to provide this information will be well-known to the skilled person.

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 dolly 1001 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 scnsor.

The sensing system 120 of the depicted embodiment provides enough sensing data to allow the dolly 1001 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 dolly 1001 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 dolly 1001 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 Driver Driving-mode specific assistance relating to steering, assistance acceleration, and/or deceleration, using information about the driving environment, with expectation of all remaining aspects being performed by a human driver.

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

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 dolly 1001 to operate in an SAE Level 3 Autonomy Mode, an SAE Level 4 Autonomy Mode, and/or an SAE Level 5 Autonomy Mode. It will be apparent to the skilled person how to provide the desired autonomy levels to the dolly 1001. 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.

As well as being operable in an autonomous mode, the dolly 1001 is also operable in a manual mode. The processor 116 is configured to receive an operator input from a human operator and process the operator input to provide control signals to the controller 114. In the embodiment of Figure 2, the dolly 1001 comprises manual controls 147 to allow a human operator to provide an operator input to the processor 116. The manual controls 147 are suitably mounted to the platform 102. The manual controls 147 may be removably mounted to the platform 102. The manual controls 147 may comprise one or more of a joystick, a steering wheel, and any other suitable manual input.

The dolly 1001 further comprises a seat 148 to allow a human operator to travel with the dolly 1001 while providing inputs to the manual controls 147. The seat 148 is mounted on area of the platform 102 separate from the cargo portion 104. The dolly 1001 further comprises a cab 149 and the seat 148 is arranged within the cab 149, such that the cab 149 provides protection for a human operator sat on the seat 148 in use. The cab 149 comprises a roof, one or more side walls and a front windscreen. The cab 149 may comprise one or more doors or an open side to allow for ingress and egress of a human operator. The cab 149 may protect a human operator in adverse weather conditions, for example.

In other embodiments, the dolly 1001 may not comprise the cab 149. The dolly 1001 may not comprise the seat 148. Instead, the platform 102 may comprise an unoccupied area separate from the cargo portion 104 to allow a human operator to stand on the platform 102 and travel with the dolly 1001. In some embodiments, the dolly 1001 may not comprise the manual controls 147 and the processor 116 may receive an operator input from a remote-control unit. The dolly 1001 may not be configured to allow a human operator to travel with the dolly 1001.

The dolly 1001 further comprises a sensor target 150 mounted on a rear pylon of the dolly 1001. In some embodiments, the dolly 1001 may comprise any suitable number of sensor targets mounted at various locations about the dolly 1001. The function of the sensor target(s) is described in further detail below.

The dolly 1001 further comprises a transmitter 151 (shown in Figure 3) in communication with the processor 116. The transmitter 151 forms part of a communication system of the airside dolly system 10 of Figure 1. The transmitter 151 is configured to transmit control signals from the processor I 16.

Each of the follower dollies 1002-100,,-1 comprises all the features of the lead dolly 1001 depicted in Figures 2 and 3, apart from the manual controls 147, the seat 148, and the cab 149, which are not present, and the transmitter 151 which is replaced with a receiver. in other embodiments, one or more of the follower dollies 1002 -10011_i1 may not comprise a sensing system or one or more of the follower dollies 1002 -10011 1 may not comprise a receiver. Or one or more of the follower dollies 1002 -10011-1 may not comprise a sensing system comprise a sensing system having an operating range and/or capability which is less than the operating range and/or capability of the sensing system of the lead dolly 1001.

The processor of each follower dolly 1002 -10011 is configured to provide control signals to the controller of the follower dolly to follow a path followed by the lead dolly 1001 when the lead dolly 1001 operates in the autonomous mode and when the lead dolly 1001 operates in the manual mode. The receiver of each follower dolly 1002 -1001111 forms part of the communication system of the airsidc dolly system 10 of Figure 1. Each receiver is in direct communication with the transmitter 151 of the lead dolly 1001 and is configured to receive control signals from the processor 116 of the lead dolly 1001 transmitted by the transmitter 151.

Referring back to Figure I. the airside dolly system 10 in this example is configured to operate as a train of dollies 1001 -10011i-1, comprising the lead dolly 1001 and the plurality of follower dollies 1001 -10011 1. Each follower dolly 1002 -100n11 is configured to follow a path followed by the lead dolly 1001. When operating in the autonomous mode, the lead dolly selects a path between a first location and a second location in a known manner. For example, the lead dolly 1001 may use its GPS sensor 122 to determine a route between the first location and the second location, and may adapt the route during travel in dependence on any obstacles detected by the sensors of the sensing system 120. The processor 116 will process sensing outputs from the sensing system 120 to provide control signals to the controller 114. The controller 114 will then control the drive system 108 in response to these control signals to move the lead dolly 1001 accordingly.

Control signals are transmitted from the processor 116 of the lead dolly 1001 using the transmitter 151. The control signals are received at the receiver of each of the follower dollies 1001 -10011+1, and the processor of each follower dolly receives the control signals from the respective receiver. The processor will provide the control signals to the controller of the respective follower dolly, and the controller will control the drive system of the respective follower dolly accordingly. The control signals may be the same control signals provided from the processor 116 of the lead dolly 1001 to the controller 114 of the lead dolly 1001, or the control signals may be adapted accordingly for processing by the processor of each follower dolly.

During travel, each follower dolly may use its sensing system to locate and monitor movements of the dolly in front or behind. The processor of each follower dolly may process sensing outputs from the sensing system to provide control signals to the controller to supplement the control signals received from the lead dolly. Each follower dolly may also use its sensing system to detect any obstacles that may not have been detected by the lead dolly. This may enable the follower dollies to deviate from the path followed by the lead dolly if required, In embodiments in which a follower dolly does not comprise a sensing system, the follower dolly may relay on control signals received from the lead dolly alone to follow a path followed by the lead dolly. In embodiments in which a follower dolly does not comprise a receiver, the follower dolly may rely on their sensing system alone to follow a path followed by the lead dolly, In some embodiments, one or more of the follower dollies 1001 -10011+1 may further comprise a transmitter. For example, referring to Figure 1, the follower dolly 1002 configured to follow directly behind the lead dolly 1001 and the other intermediate follower dollies 1002-100fi-, between the lead dolly 1001 and the end follower dolly 100"_i in the train may each comprise a transmitter. The end follower dolly 10011-I may not comprise a transmitter. In some examples, only the follower dolly 1002 configured to follow directly behind the lead dolly 1001 may receive control signals from the lead dolly 1001. The transmitter of the follower dolly 1002 configured to follow directly behind the lead dolly 1001 may transmit control signals which are received at the receiver of the next follower dolly 1003 in the train. The transmitter of that follower dolly 1003 may then transmit the control signals which are received at the receiver of the next follower dolly 1004 in the train, and so on. The processor of a follower dolly may adapt the control signals before transmitting them to the next dolly in the train. For example, the processor of a follower dolly may adapt the control signals in dependence on a sensing output from the sensing system of the dolly.

in use, the train may be required to operate in a variety of conditions which affect the ability of the lead dolly 1001 to operate in the autonomous mode. For example, adverse weather conditions such as snow, heavy rain, or low sunlight may affect the performance of one of more sensors of the sensing system 120 of the lead dolly 1001. In normal conditions, the lead dolly 1001 may operate in the autonomous mode with each follower dolly 1002 -100 i following the dolly in front of it. When the ability of the lead dolly 1001 to operate in the autonomous mode is compromised, operation of the lead dolly 1001 can be switched to the manual mode. A human operator can sit on the seat 148 of the lead dolly 1001 within the cab 149 and provide inputs to the processor 116 of the lead dolly 1001 via the manual controls 147. For example, if the human operator sees that the train is approaching an obstacle, the human operator can provide an input to avoid the obstacle.

When the lead dolly 1001 is operating in the manual mode, the follower dollies 100,-100,1 will follow a path followed by the lead dolly 1001 as described above. The lead dolly 1001 may be operating in the manual mode because the performance of the sensing system 120 of the lead dolly 1001 is affected due to adverse weather conditions or otherwise. As such, the performance of the sensing system of each follower dolly may also be affected. In this scenario, the sensing system of each follower dolly can be operated in a restricted mode in which a range of the sensing system is reduced. This can improve the reliability of short-range measurements carried out by the sensing system. As such. localisation of other dollies within the train can be improved. Localisation of the lead dolly 1001 is further improved by means of the sensor target 150. One or more of the follower dollies 1002-100.21 may also comprise a sensor target for this purpose. The sensor targets may comprise any suitable target which is easily detected by the sensing system of the dollies, such as a light reflector. In some examples, the airside dolly system 10 may be operated to reduce the distance between the dollies in the train to improve dolly localisation.

Figure 4 shows an example of the airside dolly system 10 of Figure 1 in operation.

The lead dolly 1001 is shown as following a path, indicated by the solid arrow, which avoids an obstacle 1. The follower dollies 1002 -100,2,1 follow that same path such that they also avoid the obstacle 1.

Figures 5 and 6 show an example of a prior art dolly system 20 comprising a baggage tractor 201 and a plurality of baggage dollies 2001-2004. The baggage dollies 2001 - 2004 are towed by the baggage tractor 201 by means of suitable mechanical attachments. The solid arrow demonstrates the path followed by the baggage tractor 201 to avoid an obstacle 1. Due to the mechanical attachments, at least the last baggage dolly 2004 towed by the baggage tractor 201 will not follow the path followed by the baggage tractor 201 and will instead follow a tighter path, indicated by the dashed arrow. As a result, the last baggage dolly 2004 will make contact with the obstacle I. Figure 6 shows the prior art dolly system 20 in a scenario in which the baggage tractor 201 has had to stop suddenly. As a result of the mechanical attachments the last baggage dolly 2004 towed by the baggage tractor 201 has jack-knifed and the intermediate dollies 2001-2003 between the baggage tractor 201 and the last baggage dolly 2004 have swayed such they are now orientated differently to the baggage tractor 201. Before the baggage tractor 201 can set off again, the dollies 2001-2004 will have to be reorientated such that they are facing the same direction as the baggage tractor 201.

Figure 7 shows a flow chart illustrating a method 30 of operating an airside dolly system according to an embodiment of the invention. The method 30 is described here as a method of operating the airside dolly system 10 of Figure 1; however, it will be appreciated that the method is &so applicable to any other suitable airside dolly system comprising a lead self-propelled airside dolly and one or more follower self-propelled airside dollies.

The method 30 begins at step 301 with operating the lead dolly 1001 in the autonomous mode and operating the follower dollies 1002 --10011_1 to follow a path followed by the lead dolly 1001. At step 302, a decision is made as to whether or not to switch operation of the lead dolly 1001 to the manual mode. For example, if the airside dolly system 10 is required to operate in adverse weather conditions, it may be decided to switch operation of the lead dolly 1001 to the manual mode. The decision may be made by a human operator supervising operation of the airside dolly system 10. Alternatively, the processor 116 of the lead dolly 1001 may be configured to decide whether or not to switch operation of the lead dolly 1001 to the manual mode.

For example, the processor I 16 of the lead dolly 1001 may cause automatic switching of operation of the lead dolly 1001 to the manual mode in response to the sensing system 120 indicating the onset of adverse weather conditions.

If it is not decided to switch operation of the lead dolly 1001 to the manual mode then the lead dolly 1001 will continue to operate in the autonomous mode the follower dollies 1002-100 i following a path followed by the lead dolly 1001. If it is decided to switch operation of the lead dolly 1001 to the manual mode, then this is affected at step 303, either through a manual input from a human operator or by automatic switching as described above. The method 30 will then proceed to step 304, at which the range of the sensing system of each follower dolly is reduced. In other embodiments, step 304 may be omitted, for example where each follower dolly does not comprise a sensing system or where the follower dollies are not relying on their sensing systems to follow a path followed by the lead dolly. With operation of the lead dolly 1001 switched to the manual mode, the follower dollies 1002 -1OO are continued to be operated to follow a path followed by the lead dolly 1001.

Figure 8 shows a schematic side view of another embodiment of the lead dolly 1001 of the system 10 of Figure 1. The lead dolly 1001 of Figure 8 has identical features to the lead dolly 1001 of Figure 2 unless described otherwise Like reference numerals are used to refer to like features. For clarity, not all the features of the lead dolly 1001 of Figure 8 are shown or labelled.

In the embodiment of Figure 8, the manual controls 147 are not mounted to the platform of the dolly 1001 as they are in the embodiment of Figure 2. Instead, the manual controls 147 are provided as a separate wireless unit or remote-control unit. A suitable wireless connection, such as Bluetooth (RTM) or WiFi (12TIV), is provided between the manual controls 147 and the processor of the dolly 1001. Figure 8 shows a human operator 2 sat on the scat 148 of the dolly 1001 and operating the manual controls 147. In this embodiment, a cab is not present; however, in other embodiments, a cab may be provided.

In the embodiment of Figure 8, the lead dolly 1001 further comprises a seat mount 152 to which the seat 148 can be removably attached. Figure 9 shows a schematic side view of the seat mount 152 and Figure 10 shows a schematic side view of the seat 148.

Figure 11 shows a schematic plan view of the seat mount 152 and Figure 12 shows a schematic plan view of the seat 148. The seat mount 152 and the seat 148 comprise inter-engaging mounting formations adapted to enable the seat 148 to be removably attached to the seat mount 152. The mounting formations of the seat mount 152 comprise first and second sockets 152 la,b. The mounting formations of the seat 148 comprise first and second posts 1483a,b.

The seat 148 comprises a first portion 1481 and a second portion 1482. The first portion 1481 is configured to be sat on by a human operator in use and the second portion 1482 is provided as a back rest. In other embodiments, the second portion 1482 may not be present. The first and second posts 1483a,b extend downwards from an underside of the first portion 1481 in the orientation shown in Figure 10.

The sockets 152 la,b are configured to receive the posts 1483a,b to attach the seat 148 to the scat mount 152. Figure 13 shows a schematic side view of the seat 148 attached to the seat mount 152 with the posts 1483a,b received within the sockets 1521a,b. The :3 3 seat mount 152 and/or the seat 148 may comprise retaining features for reversibly retaining the posts 14830 within the sockets 15210). Other embodiments may comprise one or more than two posts and one or more than two corresponding sockets. It will be appreciated that the posts 1483a,b and sockets 15210 provide one illustrative example of mounting formations which allow the seat 148 to be repeatedly secured to and removed from the seat mount 152. Other examples may include a tongue-and-groove system and/or one or more spring-loaded catches. The seat 148 can be removed from the seat mount 152 when the seat is not required, for example when the dolly 1001 is operating in the autonomous mode and it is not required for a human operator to travel with the dolly 1001.

Figure 14 shows a schematic side view of another embodiment of a lead dolly 1001 of the system 10 of Figure 1. The lead dolly 1001 of Figure 14 has identical features to the lead dolly 1001 of Figure 8 unless described otherwise. Like reference numerals are used to refer to like features. For clarity, not all the features of the lead dolly 1001 of Figure 14 are shown or labelled.

In addition to the features of the dolly 1001 of Figure 8, the dolly 1001 of Figure 14 comprises a cab mount 153 and a cab 149. The cab mount 153 and the cab 149 comprise inter-engaging mounting formations adapted to enable the cab 149 to be removably attached to the cab mount 153. The mounting formations may be similar to the posts and sockets arrangement of the seat 148 and seat mount 152, or may be any other suitable formations which allow the cab 149 to be repeatedly secured to and removed from the cab mount 153.

The dolly 1001 of Figure 14 further comprises a control mount 154 in the form of a control unit mounting arm. The wireless control unit providing the manual controls 147 is removably attachable to a first end of the control unit mounting arm 154. The control unit 147 and the first end of the control unit mounting arm 154 comprise inter-engaging mounting formations adapted to enable the control unit 147 to be removably attached to the first end of the control unit mounting arm 154. The mounting formations may be any suitable formations which allow the control unit 147 to be repeatedly secured to and removed from the first end of the control unit mounting arm 154. For example, the mounting formations may provide a 'slide lock' feature which enable the control unit 147 to be slid into a secured position on the mounting arm 154, with a release actuator provided to allow the control unit 147 to be released from the secured position.

A second end of the control unit mounting arm 154, opposite the first end, is rotatably attached to the seat mount 152. In other embodiments, the second end of the control unit mounting arm 154 may be rotatably mounted elsewhere on the dolly 1001. The control unit mounting arm 154 is rotatable about the attachment to the seat mount 152 between a deployed position and a stowed position. Figure 14 shows the control unit mounting arm 154 in the deployed position. In this position, the first end of the control unit mounting arm 154 is arranged such that a human operator sitting in the seat 148 is able to operate the control unit 147 when it is attached to the first end of the control unit mounting arm 154.

Figure 15 shows a schematic side view of the dolly 1001 of Figure 14 with the seat IS 148 removed from the seat mount 152, the cab 149 removed from the cab mount 153, the control unit 147 removed from the control unit mounting arm 154, and the control unit mounting arm 154 in the stowed position. The configuration of the dolly 1001 shown in Figure 15 may be adopted when the dolly 1001 is operating in the autonomous mode, i.e. when a human operator is not required to travel with the dolly 1001. The cab 149 may comprise a lightweight construction which allows it to be easily manoeuvred for attachment to and removal from the cab mount 153. For example, the cab 149 may comprise a lightweight tubular frame structure supporting plastic or fabric sheet material to provide walls and a roof of the cab 149. In other embodiments, the control unit mounting arm 154 may be removably attachable to part of the dolly 1001 such that the control unit mounting arm 154 can be completely removed when not in use. Other embodiments may comprise a different control mount arrangement which allows the control unit 147 to be removed when not in use.

Figure 16 shows a schematic side view of another embodiment of the seat 148 and cab 149 of the lead dolly 1001 of Figure 14. The scat 148 and cab 149 of Figure 16 may also replace the seat 148 of the lead dolly 1001 of Figure 8. Figure 17 shows a schematic plan view of the seat 148 and cab 149 of Figure 16. The seat 148 has features in common with the seat 148 of the embodiments of Figures 8 and 12, and like reference numerals are used to refer to like features. The cab 149 comprises first and second vertical tubular poles 1491a,b mounted to the back of the seat 148 and first and second horizontal tubular poles 1492a,b mounted to the ends of the first and second vertical tubular poles 1491a,b.

In this embodiment, the seat 148 and cab 149 are provided as a single unit. As such, the lead dolly 1001 of Figure 12 may not be provided with the cab mount when the single unit seat 148 and cab 149 of Figures 16 and 17 is used as part of the dolly 1001 of Figure 12. The vertical tubular poles 1491 are fastened to the seat 148 by suitable means, such as by welding or by means of one or more fasteners such as bolts or screws. In other embodiments, the vertical tubular poles 1491 and the seat 148 may comprise inter-engaging mounting formations adapted to enable the vertical tubular poles 1491 to be removably attached to the seat 148. For example, the seat 148 may comprise one or more resilient dips configured to reversibly conform to an outer diameter of the vertical tubular poles 1491. It will be appreciated that this is just one example of a cab and a seat comprise inter-engaging mounting formations adapted to enable the seat to be removably attached to the cab which could be used in embodiments of the invention.

The vertical and horizontal tubular poles 1491, 1492 may be formed of a lightweight but strong material such as plastic or aluminium. It will be appreciated that 'tubular' refers to a hollow construction of the poles 1491, 1492 and that the cross-section of the poles 1491, 1492 may not necessarily be circular. The poles 1491, 1492 support a lightweight sheet material, such as a waterproof fabric or plastic, to provide the walls and roof of the cab 149. For clarity, the sheet material is not shown in Figures 14 or 15. At least some portions of the walls of the cab may comprise a transparent material or an aperture to enable a human operator to see their surroundings. It will be appreciated that the embodiment of Figures 14 and 15 is just one illustrative example of a seat and cab provided as a common unit that may be used in embodiments of the invention.

Figures 18 and 19 each show a schematic side view of another embodiment of the lead dolly 1001 of the system 10 of Figure 1. The lead dolly 1001 of Figures 18 and 19 has identical features to the lead dolly 1001 of Figure 8 unless described otherwise. Like reference numerals are used to refer to like features. For clarity, not all the features of the lead dolly 1001 of Figures 18 and 19 are shown or labelled.

In the embodiment of Figures 18 and 19, the seat 148 has a deployed configuration and a stowed configuration. The deployed configuration can be adopted when the dolly 1001 is operating in the manual mode to allow a human operator to travel with the dolly 1001. When the seat 148 is not in use, for example when the dolly 1001 is operating in the autonomous mode, the stowed configuration can be adopted. In some embodiments, the seat 148 of the lead dolly 1001 of Figure 14 may be replaced with the seat 148 of the lead dolly 1001 of Figures 18 and 19.

Figure 18 shows the seat in the stowed configuration and Figure 19 shows the seat in the deployed configuration. In this example, the seat 148 is hingedly attached to the seat mount 152 so that it can be pivoted between the deployed and stowed configurations Suitable means are provided to retain the seat 148 in the stowed configuration. For example, the hinged attachment between the scat 148 and scat mount 152 may comprise a spring such that the seat 148 is spring-biased towards the stowed configuration. Alternatively or additionally, locking means may be provided to retain the seat 148 in the stowed configuration.

It will be appreciated that the embodiment of Figures 18 and 19 is just one illustrative example of a seat having a deployed configuration and a stowed configuration which could used in embodiments of the invention. In other examples, the seat may be slidably mounted to an underside of the platform, such that the seat can slide between the deployed and stowed configurations.

In each of the embodiments of Figures 8 to 19, the scat mount 152 and the seat 148 are configured such that the seat 148 is arranged outside an area of the platform 120 which comprises the cargo portion 104 when the scat 148 is attached to the scat mount 152 or when the seat 148 adopts the deployed configuration. In these embodiments, this is achieved by fixing the seat mount 152 to a front surface of the platform 120, in other embodiments, this may be achieved by other suitable means, for example by fixing the scat mount 152 to an underside of the platform 120.

One or more of the follower dollies may also comprise any of the features of the lead dolly 1001 described above, including the seat, seat mount, control mount, cab, and/or cab mount. In use, a human operator controlling the lead dolly 1001 in the manual mode may not necessarily travel with the lead dolly, and may instead travel with one of the follower dollies.

To summarise, some of the features of the invention can be seen from the following: * All weather running required despite sensors being degraded in snow, sleet, heavy rain, low sunlight, etc * Cyber resilience for the individual dollies Cyber resilience required for communication between dollies Cyber resilience required for the fleet management servers In known systems comprising one or more dollies configured to operate in an autonomous mode, in an emergency or in adverse weather conditions etc., a backup a fleet of tractors and large number of trained drivers would be required to step in and mechanically tow the dollies in a train to move the cargo around Provision for a temporary 'driver cab' on the front of a lead dolly to house a human who can manually guide (not drive) the vehicle with a steering wheel, joystick, hand controller, other suitable manual controls Adaption of a dolly systcm to share information from a manually guided lead dolly to follower dollies directly behind it to allow 'virtual towing' (follower dollies follow path of lead dolly without mechanical couplings) Adaption follower dolly sensor systems to reduce field of view and range to near distance, providing reliable data in adverse conditions and a good localization of the lead dolly Provision of sensor targets on rear and sides of dollies to give high reflectivity (e.g. 1R targets, lights, beacons, reflectors) so following and nearby dollies can easily detect other dollies when sensor capability is compromised 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.

Where an aspect of the disclosure is discussed in relation to a baggage dolly, unless otherwise necessary any feature of the described baggage dolly may be provided as part of a vehicle, such as a land vehicle, water vehicle, air vehicle, or road vehicle.

Claims

CLAIMS1 An airside vehicle system comprising a lead self-propelled airside vehicle and a follower self-propelled airside vehicle, wherein the lead vehicle and the follower vehicle each comprise: a drive system for driving the vehicle; a controller configured to control the drive system in response to control signals; and a processor configured to provide control signals to the controller; wherein the lead vehicle further comprises a sensing system configured to provide at least one sensing output to the processor of the lead vehicle, the processor of the lead vehicle being configured to process the at least one sensing output to provide control signals to the controller of the lead vehicle, I5 to enable operation of the lead vehicle in an autonomous mode; wherein the processor of the lead vehicle is further configured to receive at least one operator input from a human operator, the processor of the lead vehicle being configured to process the at least one operator input to provide control signals to the controller of the lead vehicle, to enable operation of the lead vehicle in a manual mode; wherein the processor of the follower vehicle is configured to provide control signals to the controller of the follower vehicle to follow a path followed by the lead vehicle when the lead vehicle operates in the autonomous mode and when the lead vehicle operates in the manual mode.
2. The airside vehicle system of claim 1, comprising a plurality of follower self-propelled airside vehicles, wherein each follower vehicle comprises: a drive system for driving the vehicle; a controller configured to control the drive system in response to control signals; and a processor configured to provide control signals to the controller; wherein the processor is configured to provide control signals to the controller to follow a path followed by the lead vehicle when the lead vehicle operates in the autonomous mode and when the lead vehicle operates in the manual mode.
3. The airside vehicle system of claim I or claim 2, wherein the or each follower vehicle comprises a sensing system configured to provide at least one sensing output to the processor of the follower vehicle, the processor of the follower vehicle being configured to process the at least one sensing output to provide control signals to the controller of the follower vehicle, to enable operation of the follower vehicle in an autonomous mode.
4 The airside vehicle system of claim 3, wherein the lead vehicle comprises one or more sensor targets, wherein the one or more sensor targets optionally comprises an infrared target, a light, a beacon, and/or a reflector.
5. The airside vehicle system of claim 3 or claim 4, when dependent on claim 2, wherein one or more of the plurality of follower vehicles comprises one or more sensor targets, wherein the one or more sensor targets optionally comprises an infrared I5 target, a light, a beacon, and/or a reflector.
6. The airside vehicle system of any of claims 3 to 5, wherein the sensing system of the or each follower vehicle is operable in a restricted mode in which a range of the sensing system is reduced
7. The airside vehicle system of any preceding claim, comprising a communication system configured to provide a communication link between the lead vehicle and the or each follower vehicle, wherein the processor of the lead vehicle is configured to provide control signals to the processor of the or each follower vehicle using the communication system, wherein the processor of the or each follower vehicle is configured to provide control signals received from the processor of the lead vehicle to the controller of the follower vehicle to follow a path followed by the lead vehicle when the lead vehicle operates in the autonomous mode and when the lead vehicle operates in the manual mode.
8. The airside vehicle system of claim 7, wherein the lead vehicle comprises a transmitter in communication with the processor of the lead vehicle and the or each follower vehicle comprises a receiver in communication with the processor of the follower vehicle, the communication system comprising the transmitter and the or each receiver, wherein the transmitter is configured to transmit control signals from the processor of the lead vehicle and the or each receiver is configured to receive the control signals from the transmitter of the lead vehicle, wherein the transmitter and the or each receiver are configured in direct communication.
9. The airside vehicle system of claim 2, or any of claims 3 to 8 when dependent on claim 2, comprising a communication system configured to provide a communication link between the plurality of follower vehicles, wherein the plurality of follower vehicles comprises a first follower vehicle and a second follower vehicle, wherein the processor of the first follower vehicle is configured to provide control signals to the processor of the second follower vehicle using the communication system, wherein the processor of the second follower vehicle is configured to provide control signals received from the processor of the first follower vehicle to the controller of the second follower vehicle to follow a path followed by the lead vehicle when the lead vehicle operates in the autonomous mode and when the lead vehicle operates in the manual mode.
10. The airside vehicle system of claim 9, wherein the first follower vehicle comprises a transmitter in communication with the processor of the first follower vehicle and the second follower vehicle comprises a receiver in communication with the processor of the second follower vehicle, the communication system comprising the transmitter and the receiver, wherein the transmitter is configured to transmit control signals from the processor of the first follower vehicle and the receiver is configured to receive the control signals from the transmitter, wherein the transmitter and the receiver are configured in direct communication.
11. The airside vehicle system of any preceding claim, wherein the lead vehicle comprises a seat to allow a human operator to travel with the lead vehicle when the lead vehicle operates in the manual mode.
12. The a rside vehicle system of claim 11, wherein the lead vehicle comprises a seat mount, and the seat mount and the seat comprise inter-engaging mounting formations adapted to enable the seat to be removably attached to the seat mount
13. The airside vehicle system of claim 11, wherein the lead vehicle comprises a seat mount and the seat is moveably attached to the seat mount such that the seat is moveable between a deployed configuration, in which the seat is capable of having a human sit in it, and a stowed configuration, in which the scat occupies less space.
14. The airside vehicle system of any preceding claim, wherein the lead vehicle comprises a self-propelled airside dolly comprising a cargo portion configured to hold baggage.
15. The airside vehicle system of claim 14 when dependent on claim 12, wherein the lead vehicle comprises a platform comprising the cargo portion, and the seat mount and the seat are configured such that the seat is arranged outside an area of the platform which comprises the cargo portion when the seat is attached to the seat mount; or the airside vehicle system of claim 14 when dependent on claim 13, wherein the lead vehicle comprises a platform comprising the cargo portion, and the scat mount and the seat are configured such that the seat is arranged outside an area of the platform which comprises the cargo portion when the seat adopts the deployed configuration.
16. The airside vehicle system of any of claims 11 to 15, wherein the lead vehicle comprises a cab and the seat is arranged to be protected by the cab, wherein optionally the lead vehicle comprises a cab mount, and the cab mount and the cab comprise inter-engaging mounting formations adapted to enable the cab to be removably attached to the cab mount.
17. The airside vehicle system of claim 16, wherein the cab and the seat comprise a common unit, or wherein the cab and the seat comprise inter-engaging mounting formations adapted to enable the seat to be removably attached to the cab.
18. The airside vehicle system of any preceding claim, wherein the lead vehicle comprises manual controls configured to allow a human operator to provide at least one operator input, wherein optionally the lead vehicle comprises a control mount, and the manual controls and the control mount comprise inter-engaging mounting formations adapted to enable the manual controls to be removably attached to the control mount.
19. A method of operating an airside vehicle system comprising a lead self-propelled airside vehicle and a follower self-propelled airside vehicle, the method comprising: operating the lead vehicle in an autonomous mode; switching operation of the lead vehicle to a manual mode; and operating the follower vehicle to follow a path followed by the lead vehicle when the lead vehicle is operating in the autonomous mode and when the lead vehicle is operating in the manual mode.
20. The method of claim 19, wherein the airside vehicle system comprises a plurality of follower self-propelled airside vehicles, the method comprising operating each of the plurality, of follower vehicles to follow a path followed by the lead vehicle when the lead vehicle is operating in the autonomous mode and when the lead vehicle is operating in the manual mode.
21. The method of claim 19 or claim 20, wherein operating the or each follower vehicle to follow a path followed by the lead vehicle comprises operating the or each follower vehicle in an autonomous mode
22. The method of claim 21, comprising reducing the range of a sensing system of the or each follower vehicle, the sensing system enabling operation of the or each follower vehicle in the autonomous mode.
23. The method of any of claims 19 to 22, wherein operating the or each follower vehicle to follow a path followed by the lead vehicle comprises providing control signals from the lead vehicle to the or each follower vehicle.
24. The method of any of claims 18 to 21, wherein operating the or each follower vehicle to follow a path followed by the lead vehicle comprises providing control signals from one or more of the follower vehicles to one or more other of the follower vehicles.
25. A method of converting a plurality of self-propelled airside vehicles into an airside vehicle system comprising one or more lead self-propelled airside vehicles and one or more follower self-propelled airside vehicles, wherein each of the plurality of self-propelled airside vehicles comprises: a drive system for driving the vehicle: a controller configured to control the drive system in response to control signals: and a processor configured to provide control signals to the controller; the method comprising: attaching a seat to each of a first subset of the plurality of self-propelled airside vehicles, or deploying a seat of a first subset of the plurality of self-propelled airside vehicles, to provide one or more lead self-propelled airside vehicles: attaching manual controls to each of the one or more lead self-propelled airside vehicles: configuring the processor of each of the one or more lead self-propelled airside vehicles to: receive at least one operator input from a human operator though the IS manual controls; and process the at least one operator input to provide control signals to the controller of the lead vehicle to enable operation of the lead vehicle in a manual mode: and configuring the processor of each of a second subset of the plurality of self-propelled airside vehicles to provide one or more follower self-propelled airside vehicles, wherein configuring the processor comprises configuring the processor to provide control signals to the controller of the follower vehicle to follow a path followed by one of the lead vehicles when the lead vehicle operates in the manual mode.