WO2008017821A2 - Mobile threat detection - Google Patents

Abstract

In methods and system for threat detection a mobile platform (12) equipped with a sensor (14) automatically searches for explosives, other security threats or unsafe conditions along a pathway such as the rail or rails of a railway transportation system. The platform (12) may move ahead of a vehicle, such as a train (26). The platform may include means (80, 90) for removing itself from the rails and/or may carry an air vehicle (128) for scanning ahead. Alternatively, a platform (12) may travel on rails near a location such as a bridge (138) or a port.

Description

Mobile Threat Detection

TECHNICAL FIELD

The present invention pertains to methods and apparatus for security, safety and threat detection. More particularly, one preferred embodiment of the invention uses a remotely operated mobile platform that includes a sensor for detecting a threat or safety condition. In one specific implementation of the invention, which is called "RailRider™" or "RailBot™" or "BahnRider™" or "BahnBot™" or "ZugBot™," a sensor is mounted on a carriage which moves along a rail or track. The sensor is capable of detecting explosives or other security threats as well as safety hazards.

BACKGROUND ART

Since the terrorist attacks on September 11, 2001, government agencies have become increasingly concerned about the security of transportation systems. Trains, airplanes, highways, subways, bridges, ports and tunnels are all vulnerable to terrorist threats.

Countries throughout the world have millions of miles of railroad tracks and highways, thousands of bridges and tunnels, hundreds of ports and airports. A few terrorist bombs in key locations could potentially significantly disrupt a country's economy, especially its transportation systems, and its social fabric.

The development of a system that is able to rapidly locate and identify threats to transportation systems and to buildings and installations would constitute a major technological advance, and would satisfy long felt needs and aspirations in the surveillance and security industries.

DISCLOSURE OF THE INVENTION

The present invention comprises a movable platform and a sensor that are used to locate and identify potential threats to transportation operations and fixed installations.

According to a first aspect of the present invention, there is provided a method of detecting a threat to security comprising providing at least one sensor for detecting a threat to security on a movable platform, moving the platform along a path defined by a guide means, and using the sensor to detect a threat to security on or in the vicinity of the path.

According to a second aspect of the present invention, there is provided a system for detecting a threat to security comprising movable platform means arranged to move along a guide means defining a path, and at least one sensor means arrange to detect a threat to security, the sensor means being mounted on the platform means.

An apparatus according to the invention may comprise a platform means for moving along a path; a guide means for directing the movement of said platform means; and a sensor means for detecting a threat to security; said sensor means being mounted on said platform means. The guide means may be a rail, a pair of rails, a conductor, which may be buried, a passageway, or a radio signal.

The apparatus may be used to detect a bomb.

The path may lie along the route of a transportation system, which may be a railroad, a subway or a highway. The path may generally surround a fixed installation, which may be a railway terminal, a subway terminal, a shipping terminal, a bridge, a power plant, a building, an airport, or a military facility.

The apparatus may further comprise a communications system; said communications system being carried aboard said platform for transmitting sensor information to a train and/or a remote location. The communications system may receive commands and instructions from the train and/or from a remote location.

The sensor means may comprise one or more of an electro-optical sensor, an infrared sensor, a radar sensor, a chemical sensor, a biological sensor, a liquid contaminant spill sensor, a radiological sensor, a nuclear sensor, an acoustic sensor, a mechanical sensor, a vibration sensor, an audio sensor, a television sensor, a magnetic sensor, a ground penetrating radar sensor, a laser scanner, a laser radar, a weather sensor, a forward-looking infrared device, which may enable an object to be seen at night, and/or in fog, a staring sensor, and/or a scanning sensor. The sensor may be adapted to look in a different direction upon command, or autonomously. The sensor may be designed as a plug-in module, whereby to allow the platform to be configured to address a plurality of different potential threats.

The sensor may be used to identify a direct threat, an ancillary condition that may contribute to a threat, an environmental condition that may contribute to a threat, an unsafe condition, a person, a piece of equipment, a radio frequency identification device, an infrared identification device, a radar identification device, and/or a laser identification device.

The apparatus may comprise a mobile wireless communications system which may be used to communicate between the platform and a train, and/or is used between the platform and a remote location, and/or between the platform and another platform. The platform may report its position to the train using the mobile wireless communications system. The platform may receive train schedule information using the mobile wireless communications system. The platform may be propelled by a gasoline engine, a diesel engine, an electric motor or a hybrid electric engine.

The platform may be powered by a battery, a photovoltaic device or a fuel cell. The platform may operate on an electrified railway line, in which case it may be powered by electricity drawn from a third rail or an overhead catenary system through a pantograph.

In a preferred embodiment, a platform is biased to only fall outside the rails upon which it is riding in the event of failure. For example the arrangement may be such that a gyrostabilization system software package detects a gyroscope within the gyrostabilization system slowing down, and differentially slows the gyroscope so that said platform falls outside the tracks.

Alternatively, the arrangement may be such that the platform includes an outrigger system that deploys downward to allow the platform to remain on the rails in the event of a failure.

The apparatus may comprise a refueling mechanism for refueling the platform, the refueling mechanism being replenished by a tank car, a tank truck, or a storage tank, which may be supplied by a pipeline.

The apparatus may utilize an unmanned aerial vehicle (UAV), and the platform may include a UAV software package which provides desired flight information to said UAV using a mobile wireless communication system and using position information determined by a global positioning system receiver mounted on the platform and/or a train.

The platform may further include an electro-optical scanner for identifying an area with disturbed soil, in which case the platform reports said area with disturbed soil its findings using a mobile wireless communications system. A second platform including a ground penetrating radar may then be dispatched to scan said area of disturbed soil.

A laser radar (LADAR) mounted on the platform may be used to detect the depth of snow covering the tracks and request^' a snow plough to clear the tracks. The sensor may provide an early warning of deteriorating track.

The apparatus may have a display for receiving an image from a mobile wireless communications system, the display being aboard a train, installed at a remote location, an information appliance, part of a personal computer, part of a cellular telephone, part of a handheld device, and/or part of a personal digital assistant. The display can provide an image which has been delivered over the Internet, a view of a map showing the position of the platform, information concerning the status of the platform, information concerning remaining fuel aboard the platform, information concerning a remaining electrical charge aboard the platform, information concerning air brake pressure aboard the platform, information concerning engine temperature aboard the platform, information concerning motor temperature aboard the platform, information concerning weather surrounding the platform, a television image of the tracks ahead of the platform, a forward looking infrared image of people standing near said tracks, an image of a GPS location of the platform, and/or an image of a GPS location of a train.

The platform may convey a signal to the train using a wireless mobile communications system which slows or stops the train if the driver operating the train becomes incapacitated. The platform may convey a signal to the train using the wireless mobile communications system which slows or stops the train if the platform is attacked. The platform may convey a signal to the train using wireless mobile communications system which slows or stops the train if the platform is incapacitated. The train may be automatically halted if communications with the platform are lost. Alternatively, the motion of the train may be reversed if communications with the platform are lost.

In an alternative field of application, an apparatus according to the invention may comprise a rail, a bridge and a bridge platform, the bridge platform being arranged to ride on the rail; the rail being attached to a side of the bridge. The apparatus may further comprise a first sensor field for scanning a surface of the bridge; and a second sensor field for scanning an abutment of the bridge and/or the surface of water below the bridge.

The apparatus may comprising a rail installed in a tunnel; the tunnel may include a walkway; the rail being installed along the walkway. ^■

The apparatus may be used to inspect a pipeline; the pipeline including a support structure. A rail may be attached to the pipeline support structure. The apparatus may be installed along a road which runs along said international border between a pair of fences, and the platform running along the road. A guide wire may be buried in said road, the platform being guided by the guide wire. Alternatively, the guide wire is deployed on top of the road. The sensor may be an acoustic sensor which is configured to detect underground activity, or a vibration sensor which is configured to detect underground activity, or a ground penetrating radar which is configured to detect underground activity.

The platform may operate around the perimeter of a building, e.g. a power plant, a government facility, a military installation, a factory, a train station, or a subway station. The platform may operate around an airport, e.g. beyond the periphery of said airport, along a runway at the airport, along a taxiway at the airport, in a trench below surface grade along a taxiway at the airport, and/or in a trench below surface grade along a runway at the airport.

The platform operates around a port, e.g. under water around a port, to inspect a ship, or along a floating barrier.

A sensor may be provided to detect air contaminants and to generate signals to produce a map of a contaminant plume.

The platform may hang on and move along an overhead cable, e.g. a power line or a telephone line. The sensor may be mounted on a public service vehicle such as a police car, a fire engine, an ambulance, a bus, a taxi cab, a garbage truck, a delivery truck, or a service fleet vehicle.

An apparatus according to the invention may comprise an unmanned moving platform for remotely controlled operation, a pre-installed, generally fixed guide; the guide being arranged to control the motion of the platform; and a sensor; mounted on said unmanned moving platform, said sensor being arranged to detect a threat.

A method according to the invention may comprise the steps of: moving a platform having a sensor along a pathway defined by a guide; and detecting the presence of a security threat using the sensor.

An appreciation of the other aims and objectives of the present invention and a more complete and comprehensive understanding of this invention may be obtained by studying the following description of a preferred embodiment, and by referring to the accompanying drawings.

A BRIEF DESCRIPTION OF THE DRAWINGS

Figure 1 shows a preferred embodiment of the Mobile Threat Detection System.

Figure 2 provides a detailed view of a generalized sensor.

Figure 3 shows a preferred embodiment of the Mobile Threat Detection System deployed in a railroad operations environment.

Figure 4 shows an enhanced vision system.

Figure 5 shows an embodiment of a database.

Figure 6 shows pattern matching to identify potential threats.

Figure 7 shows an embodiment of the invention used to address safety issues.

Figure 8 shows a railroad employee wearing a tag that the system recognizes as not a potential threat.

Figure 9 shows an end view of a platform. Figure 10 shows a side view of a platform-.

Figure 11 shows an end view of a platform riding on automobile or truck tires.

Figure 12 shows a side view of a platform riding on automobile or truck tires with idler wheels in front of the automobile or truck tires.

Figure 13 shows a side view of a platform riding on automobile or truck tires with idler wheels in back of the automobile or truck tires.

Figure 14 shows an end view of a platform riding on a monorail track.

Figure 15 shows an end view of a platform riding within a guide way track.

Figure 16 shows an end view of a platform riding within a guide way track.

Figure 17 shows an embodiment of a propulsion system and a fuel/energy source.

Figure 18 shows an embodiment of the platform with solar photovoltaic cells as an energy source.

Figure 19 shows a platform with a pantograph for drawing power from a catenary system.

Figure 20 shows a "third rail" power system.

Figure 21 shows a "third rail" power system in a monorail system.

Figure 22 shows a "third rail" power system in a guide way system.

Figure 23 shows an alternative embodiment comprising electromagnetic repulsion.

Figure 24 shows a magnetic levitation power system in a monorail system.

Figure 25 shows a magnetic levitation power system in a guide way system.

Figure 26 shows magnetic levitation propulsion.

Figure 27 shows an end view of a gyrostabilized unicycle embodiment of a platform.

Figure 28 shows a side view of a gyrostabilized unicycle embodiment of a platform.

Figure 29 shows a side view of a gyrostabilized bicycle embodiment of a platform.

Figure 30 shows a coupler on a train and a platform.

Figure 31 shows a "catcher" on a train for a disabled gyrostabilized embodiment of a platform.

Figure 32 shows outriggers on a gyrostabilized embodiment of a platform.

Figure 33 shows an end view of a mechanism for removing a four wheel platform from the - tracks, and for returning the four wheel platform to the tracks.

Figure 34 shows a mechanism for refueling or recharging a platform.

Figure 35 shows fuel sources for a refueling platform.

Figure 36 shows energy sources for a recharging platform.

Figure 37 shows a train refueling/recharging a platform.

Figure 38 shows a train refueling/recharging a unicycle platform.

Figure 39 shows a platform refueling/recharging another platform.

Figure 40 shows a side view of a mechanism that takes a four wheel platform off the tracks, and for returning the four wheel platform to the tracks.

Figure 41 shows an end view of a mechanism for removing a gyrostabilized platform from the tracks, and for returning the gyrostablilized platform to the tracks. Figure 42 shows a side view of a mechanism that takes a unicycle platform off the tracks and, returns the unicycle platform to the tracks.

Figure 43 shows Global Positioning System (GPS) receivers on a train and a platform.

Figure 44 shows communications repeaters along the tracks, or in constant view of the tracks.

Figure 45 shows a satellite system embodiment of the communications system of the present invention.

Figure 46 shows a Small Unmanned Aerial Vehicle (SUAV) or Micro Aerial Vehicle (MAV) carried on, launched and retrieved by a platform.

Figure 47 shows a Small Unmanned Aerial Vehicle (SUAV) or Micro Aerial Vehicle (MAV) operating away from a platform.

Figure 48 shows an electrically powered Small Unmanned Aerial Vehicle (SUAV) or Micro Aerial Vehicle (MAV) that draws its power from an overhead catenary system.

Figure 49 shows a Small Unmanned Aerial Vehicle (SUAV) or Micro Aerial Vehicle (MAV) carried on, launched and retrieved by a train.

Figure 50 shows an operational scenario in which sensors on a platform identify a potential threat and summon a specialized platform for more detailed investigation, in this case a platform with a ground penetrating radar.

Figure 51 shows an operational scenario in which sensors on a platform identify a potential threat and summon a specialized platform for more detailed investigation, in this case a platform with chemical, biological, radiological and nuclear sensors.

Figure 52 shows an operational scenario in which a laser radar (LADAR) on a platform identifies a potential safety hazards such as rocks on the tracks or a vehicle or person crossing the tracks in a grade crossing.

Figure 53 shows an operational scenario in which a LADAR on a platform determines the snow depth covering tracks and summons a snow plow platform or a train plow.

Figure 54 shows a platform scanning people standing in a station waiting for a train.

Figure 55 shows an armed platform.

Figure 56 shows a person riding a platform.

Figure 57 shows a display in a train, a remote location or on the Web.

Figure 58 shows an embodiment of the disclosed invention operating on a bridge.

Figure 59 shows an embodiment of the present invention operating in a tunnel.

Figure 60 shows an embodiment of the present invention operating on a pipe line.

Figure 61 shows an embodiment of the present invention deployed along an international border using tracks.

Figure 62 shows an embodiment of the present invention deployed along an international border using a single rail.

Figure 63 shows an embodiment of the present invention deployed along an international border using a two rails.

Figure 64 shows an embodiment of the present invention deployed along an international border using a guide wire.

Figure 65 shows a tracked platform.

Figure 66 shows a cross-section of a roadway with a guide wire embedded into or underneath the road surface.

Figure 67 shows a guide wire deployed on the surface of a roadway or the ground and "followed" using a tactile sensor.

Figure 68 shows a guide wire deployed on the ground and held in place using stakes or pins.

Figure 69 shows paint on a surface used as a guide wire. "

Figure 70 shows an embodiment of the present invention deployed along an international border with a platform using a ground penetrating radar to locate a tunnel.

Figure 71 shows an embodiment of the present invention deployed in a open median of a divided highway using tracks.

Figure 72 shows an embodiment of the present invention deployed in a open median of a divided highway using two rails.

Figure 73 shows an embodiment of the present invention deployed in a open median of a divided highway using a guide wire.

Figure 74 shows an embodiment of the present invention deployed atop a barrier dividing traffic lanes using a rail.

Figure 75 shows an embodiment of the present invention deployed in a defensive perimeter around a nuclear power plant using a track, two rails and a guide wire.

Figure 76 shows an embodiment of the present invention deployed in a defensive perimeter around an airport using a track.

Figure 77 shows an embodiment of the present invention deployed in a defensive perimeter beyond the periphery of an airport using a track.

Figure 78 shows an embodiment of the present invention deployed along runways and taxiways of an airport using a track.

Figure 79 shows an embodiment of the present invention deployed along runways and taxiways of an airport using a track where the track is displaced below the surface of the runways and taxiways.

Figure 80 shows an embodiment of the disclosed invention with a platform on a rail along the top edge of a building and another platform on a rail attached to the side of the building.

Figure 81 shows a forward deployed military base surrounded by a berm with a gate.

Figure 82 shows a railroad yard with platforms operating on boundary tracks and inside the yard.

Figure 83 shows an embodiment of the present invention deployed underwater.

Figure 84 shows an embodiment of the present invention deployed along barriers on the surface of the water in a port.

Figure 85 shows an embodiment of the present invention deployed atop a dam.

Figure 86 shows the subway track configuration of the Lexington Avenue Line on Manhattan Island, City of New York, New York.

Figure 87 shows an embodiment of the present invention deployed on the subway track configuration of the Lexington Avenue Line on Manhattan Island, City of New York, New York.

Figure 88 shows an embodiment of the present invention deployed on the towers supporting power lines.

Figure 89 shows an embodiment of the present invention deployed on the towers supporting telephone lines.

Figure 90 shows an embodiment of the present invention deployed in a mine.

Figure 91 shows an embodiment of the present invention in which there is a pit in between the tracks into which a platform may descend to allow a train or another platform to pass over it.

Figure 92 shows an embodiment of the present invention that enables a four-wheeled platform to descend into a pit in between the tracks to allow a train or another platform to pass over it.

Figure 93 shows an embodiment of the present invention that enables a gyrostabilized platform to descend into a pit in between the tracks to allow a train or another platform to pass over it.

Figure 94 shows an end view of an embodiment of the present invention comprising a truck with an installed "Hi-Rail" kit allowing the truck to drive on tracks.

Figure 95 shows a side view of an embodiment of the present invention comprising a truck with an installed "Hi-Rail" kit allowing the truck to drive on tracks.

Figure 96 shows an embodiment of the present invention in which a plurality of sensors are deployed on a plurality of public service vehicles.

Figure 97 shows an embodiment of the present invention in which a plurality of sensors are deployed on a plurality of vehicles that operate on structured routes as well as vehicles that operate on a more random route basis.

Figure 98 shows an embodiment of the present invention in which a plurality of sensors are deployed on a plurality of vehicles that communicate via a plurality of airborne relay mechanisms.

Figure 99 shows an embodiment of the present invention in which a plurality of airborne relay mechanisms are deployed in a railroad operations embodiment of the present invention.

Figure 100 shows an embodiment of the present invention deployed on a roller coaster.

Figure 101 shows an embodiment of a telescoping arm mechanism that allows sensors to be deployed in proximity to a platform for closer inspection of potential threats.

Figure 102 shows an embodiment of a scissors mechanism that allows sensors to be raised and lowered for different scans.

Figure 103 shows an embodiment of a stabilization mechanism for the platform when a telescoping arm mechanism or scissors mechanism are deployed.

Figure 104 shows an embodiment of a stabilization mechanism that grips a rail when a telescoping arm mechanism or scissors mechanism are deployed.

Figure 105 shows an embodiment of a sensor protection mechanism that may be ejected from a platform.

Figure 106 shows the use of radio to control a platform, commands to the platform received via radio comprising the guide means.

Figure 107 shows a threat detection portal through which a train moves.

Figure 108 shows a platform on a siding scanning a train passing on a track.

Figure 109 shows a platform on a siding scanning another platform on a main track carrying a weapon of mass destruction.

Figure 110 shows a platform "following" a platform carrying a weapon of mass destruction to obtain information about the bomb or other threat.

Figure 111 shows a boat- or ship-based platform "following" a ship that has been detected as carrying one or more potential threats.

Figure 112 shows a number of devices or terminals that may be used to access images and data or information stored in a database or view a display.

Figure 1 13 shows a database element on a personal computer and a display on a laptop computer.

Figure 114 shows a television image on a cell phone and a moving map display on a Personal Digital Assistant (PDA).

Figure 115 shows an embodiment of the the Mobile Threat Detection System using a flexible track system to enable scanning of pier-docked ship hulls.

Figure 116 shows an embodiment of a two dimensional flexible track system that allows a flexible track platform to scan both laterally and longitudinally for a complete scan of a ship hull.

Figure 117 shows an embodiment of a flexible track platform that includes an arm mechanism that may be deployed to more closely examine a potential threat that may be located on difficult to reach and see areas of a ship's hull.

Figure 1 18 shows an embodiment of a flexible track platform that includes an arm mechanism that may be deployed on the waterside of a docked ship.

PREFERRED EMBODIMENTS

A preferred embodiment of the present invention is shown in Figure 1. The Mobile Threat Detection System 10 includes a platform 12 that carries one or more sensors 14 along a guide means 16. In ^• . general, the platform 12 moves along a path designated or controlled by a guide means 16. The platform 12 may be any means for providing mechanical or physical support for a sensor 14 or some other object or person as it moves along the path directed by the guide means 16. The guide means may include any device, process or system for directing or controlling the motion of the platform.. In one embodiment of the invention, the guide means is a track, a rail, or a number of tracks or rails; or any other suitable means for directing motion along a predetermined or pre-arranged path or direction.

Figure 2 provides a generalized view of a sensor 14. A sensor 14 generally includes a housing 18, an aperture 20, a detection or sensing means 22 and a processor or computer 24.

Figure 3 shows the Mobile Threat Detection System 1 OA deployed in a railroad operations environment that includes a platform 12A, a "robot" with a number of sensors 14 that traverses railroad tracks 16B in front of a train 26. The sensors 14 scan 28 for potential threats 30 to railroad operations. The term "threat" includes, but is not limited to, any potential damage or injury to a person or to an object or any other peril, danger, harmful natural or man-made condition or impairment of safety. The sensors 14 may encompass any means for sensing, detecting or otherwise collecting, receiving or perceiving data; information; images; sound; range, direction or identification information; vibration or any other sensation or intelligence concerning an object, a person, a location, a condition or any other emanation or manifestation. A platform 12 also includes a communications system 32 for transmitting 34 sensor data and information 36 to a train 26 or to a remote location 38, as Well as for receiving 34 commands and instructions 40 from a train 26 or a remote location 38.

^•Sensors 14 that may be mounted on the platform 12 include, but are not limited to, electro- ^■ optical (EO), infrared (IR), radar, chemical, biological, radiological and nuclear (CBRN), acoustic, mechanical vibration, audio, television, magnetic, ground penetrating radar (GPR), laser scanners, laser radar (LADAR or LIDAR) weather sensors including temperature, wind speed and direction, humidity and precipitation, and the like. Sensors are available from BAE Systems, Ball Aerospace Corp., Banner Engineering Group, Inc., Burtek, Inc., Cantronic Systems Inc., Control Screening, L.L.C., DeMaria ElectroOptics Systems, Inc., Diversified Optical Protocols Corp., DRS Technologies, Inc., Electro Optical Industries, Inc., EMX, Inc., FLIR Systems, Inc., The Goodrich Corp., Hitachi Denshi America, Ltd., Honeywell, Inc., Indigo Systems, Inc., Infrared, Inc., Infrared Services, Inc., Infrared Solutions, Inc., Intec Video Systems, Inc., International Light, Inc., ISG Thermal Systems USA, Inc., Izon Technologies, Lockheed Martion Corp., Microvision, Inc., Moog Components Group of Moog, Inc., Norden Systems, Norman N. Axelrod Associates, Northrup Grumman Corp., Orbotech, Inc., Penetradar Corp., Point Source, Inc., Radio Research Instrument Co., Research Optical Systems, Princeton Instruments, Inc., Raymarine, Inc., Raytheon Corp., Rocky Mountain Instrument Company, Sexton Corp., Sick, Inc., Spectral Applied Research, Takex America, Inc., Warren-Knight Instrument Co., Wescam, Xedar Corp. and other companies.

Sensors 14 may be fixed, that is, "staring" in a particular direction, or "scanning," that is, mounted upon a fixture 42 that allows the sensors 14 to look in different directions either upon command or autonomously, as shown in Figure 3. The fixture 42 may provide pan and tilt as well as stabilization for the sensors 14 mounted on it. Zoom is usually a function embedded in a sensor system 14 itself. ^{' • ' • • '}

Additional sensors 14 monitor the functioning of the various systems and subsystems on board the platform¹12 as well as the platform 12 itself. Preferred embodiments of platforms 12 have sensors • 14 designed as "plug-in" modules so that platforms 12 may readily and rapidly be configured to address different potential threats 30.

Sensors 14 and combinations of sensors may be used to not only identify direct threats 30, that is, a device or condition that may result in an immediate consequence, but also to identify the ancillary and environmental conditions that may contribute to threats 44.

One of the simplest operational embodiments of the present invention comprises a television camera 14A mounted on a platform 12 that transmits 34 video images 36A to a train 26 so that the engineer can see farther down the track than his or her normal eyesight. An additional level of complexity and "betterment" to this operational embodiment is to add a forward looking infrared (FLI-R) system 14B to the platform 12. A FLIR 14B is a "camera" that takes pictures using the infrared portion of the electromagnetic spectrum. FLIRs 14B are often described as "infrared cameras." Since FLIRs use detection of thermal energy to create the "picture" assembled for the video output 36B, they can be used to help engineers, pilots and drivers steer their vehicles at night and in fog, or detect warm objects against a cold background when it is pitch black.

In a preferred embodiment of the invention the platform 12 also includes sensor fusion 46A technologies, basically software 46 deployed in a computer 48. Sensor fusion 46A is the process of combining sensor data 36 or data derived from sensor data 36 from disparate sources such that the resulting information is in some sense "better" than would be possible when these sources are used individually. The term "better" can mean more accurate, more complete, or more dependable, or refer to the result of an emerging view, such as stereoscopic vision (calculation of depth information by combining two-dimensional images from two cameras at slightly different viewpoints), The data sources 36 for a fusion process 46A are not specified to originate from identical sensors 14. Direct fusion is the fusion of sensor data 36 from a set of heterogeneous or homogeneous sensors 14, including historical values of sensor data 36, while indirect fusion uses information sources like a priori knowledge about the environment and human input.

Sensor fusion 46A may also take place on the train 26 as well as at a remote location 38.

Enhanced Vision Systems (EVS) that combine the image 36A from a traditional television camera 14A with an image 36B from a FLIR 14B and display the combined image on a Heads Up Display (HUD) are commercially available in the general aviation industry. The EVS allows a pilot to look out the cockpit windscreen and to see an image 36 that combines both a traditional television image 36A and a FLIR image 36B, so the pilot can land safely in fog or low light conditions. Gulfstream Aerospace Corporation offers an EVS on several of its business jets, and the major automobile manufacturers are experimenting with EVS for cars.

An example of an EVS is shown in Figure 4. Image 36A is a television image 36A of the tracks 16B ahead on a foggy night. Image 36B is a FL(R image of the same tracks 16B ahead. When fused 46A, images 36A and 36B yield image 36C, which gives the engineer a clear view of the tracks 16B ahead.

Sensor fusion 46A software is available from Dust, Inc., Honeywell Corporation, Sensor Products Division, Penn State Applied Research Laboratory, Spectrum Mapping, L. L. C, S. Y. Coleman/L3 Communications and others.

The sensors 14 on the platform 12 can be expected to engage in continuous sensing, initially to build a database 50 of guide means 16 environs, and then to capture changes in the environs. Railroad operators would create feature databases 50 comprising images 36 of the railroad tracks 16B and their nearby environs. An embodiment of a database 50 is shown in Figure 5. Images 36 from any and all sensors 14 are stored in the database. Additional data and information 52 are also stored in the database 50, often associated with particular images 36. One embodiment to organize the database 50 is to use the Global Positioning System (GPS) location 54A of the platform 12 carrying the sensor 14 at the time the image 36 or ancillary data or information 52 is acquired. Examples of ancillary data or information 52 stored in the database 50 could include, but are not limited to, the azimuth 52A of the sensor relative to the centerline of the guide means 16, range 52B to an object, time 52C of image 36 or data 52 acquisition, atmospheric conditions such as temperature 52D, relative humidity 52E, wind speed 52F and wind direction 52G.

The database 50 may be stored on the platform 12, on a train 26 or in some remote location 38, The database 50, or relevant portions thereof, can be transmitted 34 to a platform 12, a train 26 or a remote location 38 as required- There is another dimension of sensor fusion comprising pattern matching 46B. As a platform 12 moves along the tracks 16B and the sensors 14 acquire images 36, the sensor images 36 are compared with images 36 stored in the database 50 to find the differences. Those differences might be threats 30 to railroad operations. For example, in the aftermath of the terrorist bombing of a commuter train in Madrid, Spain, on March 11, 2004, the Spanish Government deployed numbers of police, military, Civil Guard and security personnel from the national railroad RENFE to walk the railroad tracks in search of more bombs. On April 2, 2004, Spanish officials found a bag containing a bomb planted under the tracks on the AVE high speed express train link between Madrid and Seville near the town of Villaseca de Ia Sagra, in Toledo province about 65 kilometers (km) (40 miles) south of Madrid. The bomb contained ten to twelve kilograms (kg) (22 to 26 pounds) of what appeared to be the Spanish-made Goma 2 Eco explosive, the same as used in the Madrid bombings and widely used in mining concerns, and was connected to a detonator by a 136 meter (m) (446 foot) cable. An electro- optical .(EO) sensor 14C or a television 14A riding on a platform 12A could have seen either the bomb 30A or perhaps the cord 44A connected to the bomb 30A and transmitted that image to the train 26 engineer or to a remote monitoring location 38 as shown in Figure 6. Figure 6 shows a package 30B and cord 44A that might constitute a threat 30. The fused image 36C is compared with the stored image 36D and the difference noted 36E.

Pattern matching software is available from Cognex Corporation, Him, Inc., National Instruments and others.

The invention addresses not only terrorist threats, but also, safety issues. Figure 7 shows a person 3OC standing on the tracks 16B. When the fused image 36C is compared with the stored image 36D a difference is noted 36E that may be acted upon.

Railroad operations require personnel and equipment to be in, along and around the tracks 16B on a regular basis. The robotic railroad embodiment of the Mobile Threat Detection System 1OA would recognize and classify these personnel and equipment as threats 30 unless there is some mechanism 56 for the system 10 to "know" they are not threats. There are numbers of commercially available systems that may be deployed with present invention including, but not limited to, optical, radio frequency (RF), audio, infrared, radar and laser tags. Personnel and equipment can display devices, images or signs that can be recognized by the system 1OA. Figure 8 shows a railroad worker wearing an RF tag 56A and the system ignoring him or her as a potential threat 30, that is, no difference is noted 36E.

Significant operational issues may be associated with terrorists acquiring and displaying "no threat" systems 56. One approach to handling this problem is to store images 36 of all personnel, equipment and "no threat" systems 56 in the database 50.

The Mobile Threat Detection System 10 may include a mobile wireless communications systems 32. These systems communicate 34 between a platform 12 and a train 26, or between a platform 12 and a remote location 38, or between a train 26 and a remote location 38. The deployment of a particular mobile wireless communications system 32 is a function of the amount of data that is to be exchanged between a platform 12, a train 26 and a remote location 38, and the distance to be reliably covered. Even employing data compression techniques, sensors 14 can generate multi- megabits of data 36 in a short period of time. Additionally, the stored reference image 36D files can likewise be substantial. The choice of a wireless communications system or systems 32 is likewise impacted by the levels of security to be deployed. Mobile wireless communications systems 32 that may be deployed as part of the Mobile Threat Detection System 10 are described below.

A preferred embodiment of the platform 12A in a railroad operations context is shown in Figure 9,^'which is an end view of the platform 12A, it has four wheels 58 riding on a two rail track 16B and a surface 60 upon which sensors 14, communications equipment 32 and other equipment is mounted. In this embodiment, the wheels 58A are flanged for railroad operations. Figure 10 shows a side view of a platform 12A.

There are numbers of alternative wheel 58 configurations for a platform 12A. Figure 11 shows an end view of a platform 12A riding on commercially available automobile or truck tires 58B. This embodiment requires idler wheels 58C to keep the platform 12A on the rails 16B. Figure 12 shows a side view of the platform 12A riding on automobile tires 58B, rail 16A tracking provided by idler wheels 58C. The idler wheels 58C may be deployed in front of the automobile tires 58B as shown in Figure 12 or behind them as shown in Figure 13.

The Mobile Threat Detection System 1 OA may be deployed in a monorail system. An embodiment of a wheel 58 configuration for a platform 12B operating in a monorail system is shown in Figure 14. In the embodiment shown in Figure 14, the platform 12B rides on automobile tires 58B on top of the monorail 16C. Idler wheels 58C keep the platform 12B aligned on the monorail 16C. These idler wheels 58C can likewise be automobile or truck tires 58B or other types of wheels 58.

Certain "people mover" systems operate within a guide way 16D as shown in Figure 15. In the embodiment shown in Figure 15, the platform 12C rides on automobile tires 58B while the idler wheels 58C keep the platform within the guide way 16D. In some guide way 16D systems, the idler wheels 58C support the platform 12C while propulsion is provided by the horizontally mounted automobile or truck tires 58B as shown in Figure 16.

A platform 12 may be propelled along the guide means 16 by a number of propulsion systems 62. Embodiments include, but are not limited to, gasoline engines 62A, diesel engines 62B, electric motors 62C, and hybrid electric engines 62D. Each embodiment requires a fuel/energy source 64. Figure 17 shows an embodiment of a propulsion system 62 and a fuel/energy source 64. In Figure 17, if the embodiment of the propulsion system 62 is a gasoline engine 62A, the fuel source 64 is a gasoline fuel tank 64A. Similarly, if the embodiment of the propulsion system 62 is a diesel engine 62B, the fuel source 64 is a diesel fuel tank 64B.

In an embodiment in which the propulsion system 62 is an electric motor 62C, it draws power from batteries 64C that in operation would have to be recharged. Figure 18 shows an embodiment in which the batteries 64C are recharged from solar photovoltaic cells 64D. A fuel cell 64E provides energy to electric motors 62C.

In an alternative embodiment operating on electrified railway lines, the electric motor 62 draws power from an overhead catenary system 66 by adding a pantograph 68 or similar device to the platform 12A as shown in Figure 19. The pantograph shoe 70 slides along the catenary wire 66 and provides electricity to one or more electric motors 62C, Even with the availability of a catenary 66, a battery 64C is still required.

Many subway systems use an electrified "third rail" 72 for power as shown in Figure 20. Here a slider 74, analogous to a pantograph shoe 70, makes contact with the third rail 72 and provides electricity to one or more electric motors 62C.

Monorail 16C and guide way 16D systems often likewise use third rails 72 for electrical power as shown in Figures 21 and 22.

Another alternative embodiment uses electromagnetic repulsion. A train 26 generates electromagnetic flux 76 by a permanent or electromagnet 78 at the front of the train 26 of a said polarity. A platform 12A is repelled in front of the train 26 by a permanent or electromagnet 78 of the same polarity to that of the train 26 as shown in Figure 23. Pushing a platform 12 out well in front of the train 26 to allow timely response to a threat 30 would undoubtedly require tremendous flux 76 levels and corresponding power levels in the electromagnet 78.

Magnetic levitation (MAGLEV) train systems are coming into operation today. In MAGLEV systems electromagnets 78A both support the trains 26 above the guide means 16 as well as provide propulsion 62. MAGLEV systems can operate in a monorail-like and a guide way-like configuration. Figure 24 shows a platform 12B operating in a MAGLEV monorail system. Electromagnets 78A of the same polarity "suspend" the platform 12B above the monorail 16C and keep it centered equidistant from the sides of the monorail 16C. Figure 25 shows a platform 12C in a MAGLEV guide way 16D system.

Figure 26 shows MAGLEV propulsion. Electromagnets 78A of the same polarity "suspend" the platform 12C as well as keep it aligned. Propulsion 62 is provided by sequentially changing the polarity of the electromagnets 78A deployed along the guide means 16 to "pull" or "push" the platform 12C along the guide means 16.

An alternative embodiment of the platform 12A includes a gyroscopic stabilization unit 80 that allows the platform 12A to ride a single rail 16A on one or more wheels 58. Figure 27 shows an end on view of one rail wheel 58A and an idler wheel 58C to keep the platform 12A on the rail 16A. Figure 28 shows a side view of an unicycle embodiment of the gyrostabilized platform 12A, and Figure 29 shows a side view of a bicycle embodiment of the gyrostabilized platform 12. One of the operational issues with the platform 12 is what happens to the platform 12 when it fails. One operational scenario has a particular platform 12A operating collaboratively with a particular train 26. Typically the platform 12A would be well out in front of the train 26, In this scenario the platform 12A loses its ability to propel itself. Sensors 14 onboard the platform 12 inform 34 the train 26 and/or a remote location 38 of its loss of propulsion. In the four wheel, two rail embodiment of the platform 12A, the platform 12A could have a standard railroad coupler 82 that would allow the platform 12A to connect with the coupler 82 on the front of the train 26 as shown in Figure 30. In this embodiment the platform 12A would simply be pushed along in front of the train 26 to the next station or depot where the platform 12A would be removed.

In the gyro-stabilized embodiment of the platform 12A, if the gyrostabilization system 80 fails the platform 12A will fall off the rail 16A. If it falls inside the rails 16B it could pose a threat to railroad operations. Therefore, in this embodiment the platform 12A is biased to only fall outside the rail 16A upon which it is riding. Software 46C within the gyrostabilization system 80 detects the gyroscopes within the stabilization system 80 slowing down and differentially slows the appropriate gyro so that the platform 12A falls. outside the tracks 16B.

If the gyrostabilization system remains operational but there is some other failure of the platform 12A that prevents the platform 12A from remaining in front of the train 26, the front element of the train 26, locomotive or car, would have a "catcher" 84 that picks up the platform 12A off the rail 16 A and carries it to the next depot or station where it can be removed as shown in Figure 31. The catcher 84 can be a permanent installation or removable.

Even in normal operations it may be desirable for the gyrostabilized platform 12A to come to a stop without falling off the rail 16A. An embodiment to achieve this state is for the platform 12A to include an outrigger system 86. The embodiment shown in Figure 32 has a pair of arms with small wheels at their extremities 88. As the platform 12A slows to a stop, the outriggers 86 deploy downward to allow the platform 12A to remain on the rail 16A as shown in Figure 32. To resume operations, the platform 12A accelerates down the rail 16A and the outriggers 86 retract upward.

The operational use of the present invention could be very labor intensive when having to put a numbers of platforms 12 into service, take them out of service and manage where they operate and when. Also, there are times when having a platform 12 on the guide means 16 is a safety issue.

An embodiment of the invention includes a mechanism 90 that enables the platform 12A to take itself off the tracks 16B as well as to put itself back on the tracks 16B. One embodiment of such a mechanism 90 is shown in Figure 33 for a four wheel embodiment of the platform on tracks 16B. Here the platform 12A comes to a stop and deploys a toothed mechanism 9OA, one end of which rests between the tracks 16B and other of which rests outside the tracks 16B. The platform 12A contains a small motor 92 with a gear 94 that engages the teeth 96 of the mechanism 9OA. In the instant embodiment as the motor 92 turns the gear 94 against the teeth 96, the platform 12A is raised off the tracks 16B and turns itself upside down outside the tracks 16B. The platform 12A then retracts the mechanism 90A out of the way of the tracks 16B and any oncoming train 26 or other equipment.

Virtually every embodiment of a platform 12 includes one or more sensors 14 that warn of an approaching train 26 or other equipment thereby allowing the platform 12 to get off the guide means 16.

In a further embodiment, the mechanism 9OA deposits the platform 12A on a refueling/recharging mechanism 98 as shown in Figure 34. As the platform 12 makes contact with the ^■ refueling/recharging mechanism 98 it connects with a refueling/recharging receptacle 100 that automatically refuels or recharges the energy source 64 of the platform 12A.

The fuel to supply the refueling receptacle 98A may be supplied from a tank car 102 on the tracks 16B, a tank truck 104 or a storage tank 106, which may be supplied from a pipeline 108, as shown in Figure 35.

As shown in Figure 36, the electrical energy to supply the recharging receptacle 98B may be supplied from a battery 64C, directly from the electrical grid 110, photovoltaic solar cells 64D, or a fuel cell 64E. The battery 64C may also be recharged from the electrical grid power lines 110, photovoltaic solar cells 64E, a fuel cell 64E or a generator set 112. The generator set 112 may be fueled by any of the means shown in Figure 35.

Figure 37 shows a standard railroad coupler 82 that is used to "capture" a disabled platform 12A. The train 26, in this instance, can refuel/recharge the "captured" platform 12A if both it and the platform 12A have refueling/recharging receptacles 100 as shown in Figure 37. Similarly, a gyrostabilized platform 12 may likewise be refueled/recharged as shown in Figure 38. Going further, one platform 12 may refuel/recharge another platform 12 if they both have receptacles 100 as shown in Figure 39.

Figure 40 shows a side view of the mechanism 9OA that takes a four wheel 58 platform 12A off the tracks 16B.

Figure 41 shows a view of the mechanism 9OA for a unicycle embodiment of the platform 12A. Figure 42 shows a side view of the mechanism 9OA for a unicycle embodiment of the platform 12A. A bicycle or larger number of wheels 58 gyrostabilized platform 12A would include a similar mechanism 9OA to that shown in Figures 41 and 42.

Beyond the potential for high labor requirements for putting platforms 12 on the guide means 16 and taking them off, there could be significant labor requirements in operating the platforms 12. The present invention also includes commanded, autonomous and semi-autonomous operations of both platforms 12 and sensors 14.

Both passenger and freight trains 26 operate according to schedules. Platforms 12A operating on the tracks 16B may be doing so in conjunction with a specific train 26 or operating independently to clear the tracks 16B of potential threats 30. Therefore, platforms 12A must "know" the schedules of the trains 26 operating within a particular track 16B section in which they are operating. Because train 26 schedules frequency change due to operational requirements, these schedules must be delivered to the platforms 12 in real time or near real time from a remote location 38 via the communications system 32.

Additionally, even though platforms 12A may be operating collaboratively with a particular train 26, the train 26 may not operate according to the schedule for numbers of reasons. In this collaborative environment the train 26 needs to know where the platforms 12A are at all times and conversely the platforms 12A need to know where the train 26 is at all times.

In the operational scenario where a platform 12A or a number of platforms.12A are operating independently of a particular train 26, the platforms 12A need to know the train 26 schedules but more specifically where each train 26 operating within an area is at any particular time. Among other reasons, the platforms 12A need this information to get out of the way of the trains 26. Likewise, any train 26 operating within the area needs to know where the platforms 12A are at any time that could impact the train's 26 operations, scheduled or not.

A platform 12A includes software 46D that enables it to figure out where and how it can operate in between train 26 operations without interfering with those operations. To do so the platform 12A has to know where the trains 26 are, their speed and acceleration or deceleration to calculate how . long the platform 12A has to get out of the way, locations where the platform 12A can run off onto a passing track or a siding, or where it can take itself off the tracks 16B according the procedures described above and in Figures 33 and 34 and 40 through 42. A preferred embodiment comprises . installing Global. Positioning System (GPS) receivers 114 on all trains 26 and platforms 12 as shown in Figure 43. GPS 114 provides location 54 and accurate time 52C. Trains 26 and platforms 12 continuously broadcast their GPS location 54 using the communications system 32.

Another situation in which accurate position information is important is grade crossings or level crossings, where streets or highways- cross the railroad tracks 16B. As trains 26 approach a grade crossing, they trip a mechanism that lowers a crossing gate and turns on signals. Numbers of scenarios present themselves. First, if a platform 12A is significantly ahead of a particular train 26, the platform 12A would trip the crossing mechanism and disrupt traffic until it passes beyond the crossing. Depending upon the distance between the platform 12A and the train 26, the crossing will stay • ^■ deployed for an extended period or deploy, retract and then redeploy in a short period of time. In the case of an extended deployment there is always a risk that a vehicle will drive around the crossing gate onto the tracks 16B into the path of the oncoming train 26. In the alternate case of deployment, retraction and redeployment, vehicular traffic flow may be significantly disrupted.

A solution to these potential problems is to have the platform 12A slow down and close the distance between it and the train 26 as they both approach a grade crossing. The mechanism is then tripped once for both platform 12A and train 26. As soon as the platform 12A clears the grade crossing, it accelerates further ahead to its normal operating position in front of the train 26. This behavior requires precise position location 54 as well as having grade crossing locations in the database 50.

Railroads have deployed communications systems, to support their operations with networks along their tracks. These communications systems are designed to support dispatch and train control functions. Older ones still in use include amplitude modulated (AM) and frequency modulated (FM) push-to-talk Specialized Mobile Radio (SMR). More modern systems are based on cellular and Personal Communications Service (PCS) technologies like Advanced Mobile Phone Service (AMPS), Time Division Multiple Access (TDMA), Code Division Multiple Access (CDMA) and Global • Standard for Mobile (GSM). In Europe railroads have deployed a specialized version of GSM called GSM-R, where "R" stands for "railroad." With all of these railroad systems, base stations and antennae are deployed along railroad rights-of-way with coverage along the tracks. The present invention may or may not be integrated with existing railroad communications systems.

A communications system 32 designed to support operations of the Mobile Threat Detection System 10 must handle widely varying requirements. There are voice communications between a train 26 and a number of remote locations 38. There may be a requirement to enable voice communications between a platform 12A and a train 26, and between a platform 12 and a number of remote locations 38. For example, a train 26 engineer may want to speak 34 to a person standing next to a platform 12A or give a verbal warning 34. A worker may want to talk 34 to an engineer or a remote location 38 through the platform 12.

Voice communications are typically narrowband. Sensor data 36 can typically be multi- megabits of data even after application of data compression technologies. Sensor data 36 may be exchanged 34 between a platform 12 and a train 26 and remote locations 38. Sensor data 36 communications 34 are broadband. Short message traffic such as GPS position location 54 and platform 12 and payload monitoring data 36 can range from a few bits of data to large amounts, probably not as large as sensor data 36. Database 50 data are likely to be communicated 34 to a train 26 and a platform 12, and can comprise multi-megabits of data.

In addition to available bandwidth requirements, there are also coverage requirements. Typically a platform 12A accompanying a particular train 26 communicates directly with the train 26 in addition to remote locations 38, as shown in Figures 3 and 43. If a platform 12A is accompanying a particular train 26 in remote areas of the Western United States, for example, direct wireless communications 32 coverage may or may not be available. To allow for adequate stopping distance for a train 26 if a potential threat 30 is identified, a platform 12A may be several miles ahead of a train 26. In mountainous areas, that several miles could put mountains or ridges between a platform 12A and a train 26 and between a platform 12A and a remote location 38. This problem is solved by having communications repeaters 1 16 along the tracks 16B or always in view of the tracks 16B as shown in Figure 44. Beam forming techniques and narrow aperture antennas help keep repeater coverage areas 118 along the tracks 16B. Alternatively, a platform 12A communicates 34 with a base station 120 that relays the communications to another base station 120 with a coverage area 122 nearer the train 26.

The world is inexorably moving towards Internet-based technologies, and in the wireless communications world to packet-based Internet Protocol (IP). Therefore, preferred embodiments of the communications system 32 are IP-based.

The Internet also uses Transmission Control Protocol (TCP). However, TCP has significant limitations in providing reliable wireless communications, especially when high bandwidth wireless transmissions are required. In particular, TCP time out and retry mechanisms can be very time consuming and use up the distance between a platform 12A and a train 26. Therefore, preferred embodiments of the communications system 32 comprise technologies that overcome the TCP limitations and enable broadband communications. Numbers of commercially available and developmental wireless communications technologies may be used for the communications system 32 of the present invention, including cellular and PCS systems, SMR and private mobile radio systems. A satellite embodiment of the communications system 32 is shown in Figure 45. Here a platform 12A, a train 26 and an earth station 124 communicate 34 directly to a satellite 126.

The remote location 38 may include numbers of offices with personnel having an interest in railroad operations and potential threats 30 thereto, including but not limited to local, state and federal agencies, including the Department of Homeland Security (DHS), the Department of Transportation (DOT), the Federal Bureau of Investigation (FBI), emergency response agencies like the Federal Emergency Management Agency (FEMA) and the Environmental Protection Agency (EPA) when hazardous materials are involved, railroad operating companies, and private companies that provide the services derived from the invention described here.

A further embodiment of the invention adds Unmanned Aerial Vehicles (UAVs) that cooperatively collaborate with other elements of the Mobile Threat Detection System 10. Numbers of small UAVs (SUAVs) and micro UAVs, also known as micro air vehicles (MAVs), are being developed commercially and by the military and other government agencies. These SUAVs and MAVs are characterized by short flight times before needing to be refueled or recharged. They are weight restricted and carry limited payloads of sensors 14 and communications systems 32. They also carry GPS systems 114.

Figure 46 shows a SUAV or MAV 128 carried on, launched and retrieved by a platform 12A. Operationally, software 46E in the platform 12A tells software 46E in the SUAV or MAV 128 how far out and where to fly using the GPS coordinates 54 downloaded to the platform 12A from the database 50. The software 46E knows how far a SUAV or MAV 128 can fly before having to refuel or recharge. This information is transferred from a platform 12A to the SUAV or MAV 128 by a wireless communications transmission 34.

Once this information is transferred to a SUAV or MAV 128, it flies out from the platform 12A and surveys the tracks 16B ahead for potential threats 30 that require further investigation by platform 12A sensors 14 as shown in Figure 47. If a platform 12A is significantly ahead of the train 26, a SUAV or MAV 128 may survey the tracks 16B between the platform 12 and the train 26 in case a potential threat 30 is introduced between the passing of a platform 12A and the oncoming train 26. As Figure 47 shows, a SUAV or MAV 128 is constrained by the communications limitations discussed above. Close to a platform 12A, a SUAV or MAV 128 communicates 34 directly to the platform 12. Further away it communications with communications repeaters 116 or base stations 120 that relay the transmissions 34 back to the platform. When a SUAV or MAV 128 returns back to a platform 12A and is retrieved, it is automatically refueled or recharged by the platform 12A and given new GPS 54 instructions so that it may be deployed again.

In an embodiment with an overhead catenary system 66, an electric SUAV or MAV 128A can draw its power directly from the catenary 66 if it has a means for drawing power. Figure 48 shows a SUAV or MAV 128A with a pantograph shoe 70. In one embodiment, although the SUAV or MAV maintains contact with the catenary in order to continue to fly, the catenary does not provide any mechanical support.

In a further embodiment, the SUAV or MAV 128 is carried by, launched and retrieved by the train 26 itself as shown in Figure 49. A platform 12 may or may not be deployed in this embodiment.

There are numbers of operational scenarios in which platforms 12 may operate collaboratively with other platforms 12 and trains 26. One specific embodiment of collaborative cooperation is shown in Figure 50. A platform 12A with an electro-optical scanner 14C has identified 28A an area with disturbed soil 44B. The platform 12A with the electro-optical scanner reports 34 its findings through the communications system 32. Suspecting a buried bomb 3OA, a second platform 12A is dispatched with a ground penetrating radar (GPR) 14D to scan 28B the area of the disturbed soil 44B. In a preferred embodiment of the Mobile Threat Detection System 1OA the two platforms 12A operate autonomously or semi-autonomously, that is, the sensor fusion 46A software associates disturbed soil 44B with a potential threat 30 and additional software 46F calls for the deployment of a platform 12A to the location of the disturbed soil 44B and sends it the appropriate location, the GPS coordinates 54 of the disturbed soil 44B. The platform 12A with the ground penetrating radar 14D "knows" how to navigate to the location of the disturbed soil 44B because it has access to the tracks 16B map, train 26 schedules and other information stored in the database 50.

Although the present invention has been described in terms of potential terrorist threats, the same operational scenario described above would apply to hazardous material events, spills, discharges, releases and the like. In this instance the summoned platform 12A could be carrying specialized chemical, biological, radiological and nuclear (CBRN) sensors 14E to scan 28C for these potential threats 30 as shown in Figure 51.

Fleets of platforms 12A operating autonomously and continuously scanning the tracks 16B can also aid in preventing accidents and particularly derailments. Laser radars (LADARs) 14F are particularly useful for identifying objects and obstacles. As shown in Figure 52, platforms 12A with laser scanners 14F, along with other sensors 14, can identify rocks 3OD or other objects that have fallen onto the tracks 16B and give an appropriate warning to oncoming trains 26. They can also identify vehicles 3OE and persons 30C in grade crossings.

Figure 53 shows an operational scenario in which a LADAR 14F on a platform 12A determines the snow 3OF depth covering tracks and summons a snow plow platform 12D or a train plow 26A.

In addition to other sensors 14, all platforms 12 can be configured to provide continuous video 36A feeds to engineers in trains 26 or to remote locations 38. These feeds 36A provide continuous records of platform 12 and train 26 operations when working collaboratively. These records in the database 50 may be used for post incident analysis, including potentially identifying perpetrators. For example, platforms 12A passing by passengers waiting for a train 26 in a railway or subway station 130 or people standing by the tracks 16B would capture images 36A of the people 3OC who may or may not be potential threats 30, as shown in Figure 54. The platform 12A may include human recognition software 46G as well as software that recognizes equipment 46H. If a platform 12 discovers a suspicious condition that might constitute a threat 44B along with a person or persons 3OC standing near the tracks 16B and the suspicious condition 44B, one of the specialized platforms that might be summoned is an armed platform 12E as shown in Figure 55. The armed platform 12E may include both lethal 132A and non-lethal 132B weapons 132, These weapons 132 may be used to "hold" or incapacitate a suspicious person 3OC until appropriate officials arrive at .. the location.

There are times when human participation or intervention is desirable. Platforms 12A may be . configured to carry people 134 and be operated by them as shown in Figure 56, operating independently or collaboratively with trains 26.

Railroads use special equipment to assess the state of the rails 16A and the alignment of the tracks 16B. This specialized equipment is manned, expensive, moves slowly to get the desired precision, and can only cover small areas of track at one time. The sensors 14 on platforms 12A can supplement these specialized machines by giving an early warning of deteriorating rail 16A or track 16B conditions that would allow the specialized equipment to be deployed first to areas that could impact track operations.

A display 136 is shown in Figure 57. This display 136 may be in the train 26 or in a remote location 38. It may be accessible via the Web or handheld devices like a Personal Digital Assistant (PDA).

The embodiment shown in Figure 57 includes a moving map display 136A showing the location of a platform 136B and a train 136C; displays of the status of the platform 12A itself 136D, including but not limited to fuel or charge remaining, air brake pressure, engine or motor temperature and the like; weather 136E surrounding the platform 12A, including but not limited to temperature 52D, wind speed and direction 52F & G and relative humidity 52E; a television image 36A of the tracks 16B ahead; a FLIR display 36B of people 3OC standing near the tracks 16A, and the GPS location of the platform 54A and the train itself 54B. If a person 134 is riding on a platform 12A, the display 136 may be part of the controller the person 134 uses to control the platform 12A.

That a platform 12A is operating collaboratively with a train 26 affords numbers of interactions in the event of attack. For example, if an engineer or train man is incapacitated, a platform 12A may have the ability to slow and stop the train 26. If a platform 12A is attacked or incapacitated and communications 34 with it lost, trains 26 could be automatically halted. Alternatively, the platform 12A or the train 26 could reverse direction.

Alternative Embodiments

The present invention has thus far been described primarily in the context of railroad operations. There are numbers of alternative embodiments of the invention encompassing varieties of industries and operational scenarios. A number of these alternative embodiments are described below.

Most bridges have "tracks" or "rails" along or under their entire span. These "tracks" or "rails" are typically used to support platforms that are used to inspect and maintain the bridge, for example, for painting it. These same "tracks" or "rails" may be used to deploy the Mobile Threat Detection System 10 as shown in Figure 58. In Figure 58 a bridge platform 12F rides a rail 16E attached to the side of the bridge 138. One sensor field 28F scans the surface of the bridge 138A while another 28G scans the bridge abutments 138B and the surface of the water 140 below.

Figure 59 shows an embodiment of the Mobile Threat Detection System 10 deployed in a tunnel 142 like the Holland Tunnel passing under the Hudson River to connect Jersey City, New Jersey, with the City of New York, New York. The Holland Tunnel, as most tunnels, has a walk way 144 along its entire length. Rails 16F may be laid along this walkway 144 for a platform 12G, as shown in Figure 59. Its sensors scan 28H the roadway and the vehicles in the tunnel.

Figure 60 shows an embodiment of the Mobile Threat Detection System 10 deployed on an above-ground pipeline 146. Here a rail 16G is attached to the side of the pipeline support structure 146A. The sensors 14 on the platform 12H scan both under the pipeline 28D and along the pipeline ^• 28J.

In some places the United States has installed along an international border a large fence or wall 148A with an adjacent smaller fence or wall 148B. A road 150 between the two fences or walls 148 is used by roving patrols. A Mobile Threat Detection System 10 may be deployed along the road 150. Platforms 12 deployed in the embodiments shown in Figures 61 through 64 may include a variety of sensors 14 for discovering and observing persons or objects 30 that enter the area between the two fences or walls 148A and 148B, as well as to scan 28 through fences.

One embodiment uses tracks 16B laid along the road 150 as shown in Figure 61. An alternative embodiment using a single rail 16A is shown in Figure 62. A further embodiment is shown in Figure 63 in which two separated rails 16A are used so that platforms 12 may travel in opposite directions at the same time, in bi-directional manner.

A further alternative embodiment is shown in Figure 64 in which a guide wire 16H is buried in the road 150 or placed on top of the road 150. The platform 12 has a sensor 14G that senses the guide wire 16H that the platform 12 follows in motion. In this embodiment the platform 12 may have ordinary automobile or truck tires 58B or may be tracked 152 as shown in Figure 65.

Figure 66 shows a cross-section of a roadway 150 with a guide wire 16H is buried in or underneath the pavement 154. A sensor 14G mounted on the platform 12 "senses" 28K the presence of the guide wire 16H. One form of "sensing" 28K is magnetic; another is electrical if the wire is electrically energized. The computer 48 on the platform 12 uses the data 36 from the sensor 14G to give steering commands to the platform 12 to keep it tracking along the guide wire 16H.

A mechanical alternative embodiment of the guide wire 16H is shown in Figure 67. Here the guide wire 16H lays on the surface of the roadway 150 and a tactile sensor 14H "feels" the guide wire 16H^'. This embodiment is particularly advantageous in temporary or rapid deployments. The guide wire 16H can be quickly laid on the ground and held in place by stakes or pins 156 in any configuration as shown in Figure 68.

An alternative embodiment of the guide wire 16H is paint 161 applied to the surface 150 of the pavement 154 or other surface as shown in Figure 69. In a first embodiment the paint 161 is conductive and the sensor 14G "senses" 28K electricity in the paint 161. In a second embodiment ordinary paint 161 is used and sensor 14G is an optical sensor that "sees" the difference between the paint 161 and the unpainted adjoining surface 150,

Numbers of tunnels 142 have been discovered along the international border of the United States with Mexico. Many of these tunnels' 142 have been discovered by accident rather than persistent surveillance. Deployed platforms 12 may include specific sensors 14 for discovering and monitoring tunnels 142, such as acoustic 141 and vibration 14J sensors and ground penetrating radar 14D. Figure 70 shows a platform 12A with a ground penetrating radar 14D scanning 28B for a tunnel 142, and another platform 12A undertaking acoustic 28L and vibration 28M scans.

Medians 158 along Interstate Highways, freeways, parkways and other divided traffic ways share some of the same attribute as discussed above in embodiments of the disclosed invention deployed along an international border. Some medians or central reservations 158A are open grassy or dirt areas as shown in Figure 71. Tracks 16B may be deployed in the median 158A as shown in Figure 71. Alternatively, two separated rails 16A may be deployed as shown in Figure 72 to enable bidirectional platform 12 travel. Similarly, a guide wire 16H may be deployed as shown in Figure 73.

Some medians 158 are wide enough to allow the tracks 16B, rails 16A or guide wires 16H to pass alongside overpass 160 abutments 160A as shown in Figures 71 through 73. Overpass abutments 160A may, however, completely or partially block medians 158 and prevent the passage of platforms 12. In this case platforms 12 may be deployed to operate only between adjacent abutments 160A.

Many highways and streets have barriers 162 installed between opposing traffic lanes 164. Common embodiments of these barriers 162 are concrete shapes 156A as shown in Figure 74, sometimes known as and called "Jersey barriers" or "K-rails." A rail 16A may be deployed along the top of the barrier 162 as shown in Figure 74. Some barriers 162 may be large enough to support bidirectional rails 16A. This barrier 162 embodiment is similarly constrained to the median 158 embodiments in that platforms 12 may only be able to operate between adjacent overpass abutments 160A.

Mobile Threat Detection Systems 10 may be deployed in "perimeter defense" embodiments surrounding industrial, transportation, health and safety, and other facilities. Figure 75 shows an embodiment of the present invention deployed around a nuclear power plant, which is similar to the international border embodiments described above. Walls 148 surround many nuclear power plants. They often have perimeter roads 150 outside or inside the wall or walls 148, or both. Mobile Threat Detection Systems 10 may be deployed on tracks 16B, bi-directional rails 16A or using guide wires 16H outside the wall or walls 148, inside the wall or walls 148, or both. Additionally, a rail 16A or bidirectional rails 16A may be deployed along the top of the wall or walls 148. Different embodiments may be combined. Figure 75 shows a platform 12 on a road 150 outside the wall 148A following a guide wire 16H, platforms 12 on bi-directional rails 16A atop the wall 148A, and another platform 12 on a track 16B inside the wall 148A.

Figure 76 shows a Mobile Threat Detection System 10 deployed around and the perimeter of an airport 166. As has been described above, a perimeter configuration can include any or a combination of platforms 12 and tracks 16B, rails 16A or guide wires 16H. Note that in Figure 76 multiple platforms 12 operate on the same tracks 16B.

While a perimeter defense embodiment of the disclosed invention would typically be deployed at the boundary of an airport 166, one the most significant threats 30 to airport operations are man-portable, shoulder-launched surface-to-air missiles (MANPADs) 3OG. MANPADs can be launched at distances beyond the periphery 166 of most airports. An alternative embodiment of the disclosed invention deploys additional Mobile Threat Detection Systems 10 at distances beyond the periphery of the airport 166 as shown in Figure 77.

An additional threat 30 faced at airports is runway and taxiway 168 incursions. Figure 78 shows an embodiment of the disclosed invention in which a Mobile Threat Detection System 10 is. deployed along runways and taxiways 168. Because aircraft wings 170 and engines 172 sometimes extend beyond the edge of a runway or taxiway 168, in the embodiment shown in Figure 79 the tracks 16B or rails 16A are deployed in a trench 174 below surface grade 176 so that only the sensors 14 are above grade level 176 to scan the runway or taxiway surface 28N and to prevent interference with airport operations.

Like in the examples of the airport and nuclear power plant described above, platforms 12 may be deployed on tracks 16B, rails 16A or using guide wires 16H to provide perimeter defense of buildings. Many buildings today have cameras deployed on corners of the roof and on the sides of the buildings. Figure 80 shows an embodiment of the disclosed invention with a platform 12J on a rail 16J along the top edge of a building 178 and another platform 12J on a rail 16K attached to the side of the building. Sensors scan not only the roof of the building 280 but also the peripheral areas around the building 28P, including sidewalks 180 and parking areas 182.

Perimeter protection of military bases is analogous to that for nuclear power plants, airports and buildings described above. Platforms 12 may be deployed on tracks 16B, rails 16A or using guide wires 16H outside or inside walls or fences 148 or just out in the open. When forward deployed, the military often has to construct temporary or semipermanent bases. A common feature of such forward bases is a usually an earthen berm 184 surrounding the camp. The berm 184 has openings 184A, gates, to allow the passage of personnel and materiel. Figure 81 shows a forward deployed military base surrounded by a berm 184 with a gate 184A. A wide area search sensor 14, here a radar 14K scan 28Q, is shown on a platform 12K on a rail 16K atop the berm, and an explosives detection sensor 14L is shown deployed on tracks 16B by the gate 184A particularly to scan 28R incoming vehicles 30E.

Railroad yards 186 can be particularly vulnerable to terrorist attacks. First, they can be quite large. Second, commonly shipped commercial items such as anhydrous ammonia can be explosive or contribute to explosions. To achieve such a consequence, a terrorist would want to puncture one or more tank cars to allow the ammonia to partially vaporize as well as to spread. Combating such a terrorist plan potentially involves perimeter defense, wide area scanning, as well as mobile sensing. Figure 82 shows a railroad yard 186 with platforms 12L that operate on the boundary tracks 16M. These boundary platforms 12L scan 28S both outside the railroad yard as well as inside the railroad yard 28T. Figure 82 also shows roving platforms 12M with sensors 14L to detect 28C explosives and also people 30C. A port requires perimeter defense just as do airports, nuclear power plants, buildings and other facilities. Deployment of a Mobile Threat Detection System 10 on the Iandside of a port is identical to that described above for a nuclear power plant, Figure 75, an airport, Figures 76 through 79, buildings, Figure 80, and other industrial facilities. The waterside, however, presents a significant threat 30 risk that may be addressed by embodiments of disclosed invention. In the embodiment shown in Figure 83 the Mobile Threat Detection System 10 is deployed below the surface of the water 140 to scan 28U the hulls 188 of ships 190 as they enter the port. Smugglers and terrorists have been known to attach packages 3OB to ship hulls 188 for subsequent retrieval. Sensors 14 may also be able to detect threats 30 within or onboard the ship.

Ships 190 in port, especially military ships, often have floating barriers 162B deployed around them as shown in Figure 84. A floating platform 12N may be deployed along with the floating barrier 162B. The floating barrier 162B in effect becomes the guide means 16 along with the floating platform 12N operates. Sensors 14 on the floating platform 12N may scan both the sea surface 28G and subsurface 28V areas for potential threats 30.

Dams and hydroelectric facilities 192 are also potential terrorist targets 30. Many dams and hydroelectric facilities 192 have roads 150 across their tops. They also often have guardrails 192A along their tops. Embodiments of the disclosed invention may be deployed on tracks 16B laid along the road 150 surface or adjacent to it, on rails 16A attached to one or more guardrails 192A, or using a guide wire 16H embedded into or laid across the top of the dam or hydroelectric facility 192. Sensors 14 are deployed to scan 28F the top of the dam or hydroelectric facility 192A, as well to scan 28W the face 192B of the dam or hydroelectric facility 192. Sensors 14 may also be deployed to scan 28 the surface of the water 28G or subsurface 28 V for threats 30. Figure 85 shows tracks 16B laid across the top of the dam 192.

Subways and underground railways present unique threat 30 environments. Take, for example, the Lexington Avenue Line on Manhattan Island, City of New York, New York. The tunnel 142 has four tracks 16B, two express tracks 16N in the center, one "uptown" and one "downtown," and two local tracks 160, one on each side of the express tracks 16N and matching the corresponding direction. See Figure 86. The tracks 16B have steel columns 194 between them. The tunnels 142 are dark and it is easy to hide bombs 3OA and packages 3OB in, around and between the columns 194, the tracks 16B and the third rails 72. Figure 87 shows a package 3OB between adjacent columns 194 and between third rails 72.

Subways and underground railways necessitate specific operational scenarios. The steel columns 194 do not present operational difficulties for passive sensors 14, however, active sensors 14 like radars 14K and acoustic sensors 141 have to be tailored for this environment. For example, bombs 30A and other potential threats 30 placed adjacent to the steel columns 194 and in between third rails 72 may not be visible to sensors 14 moving along the tracks 16B in a particular direction, especially the express tracks 16N along which platforms 12A would be expected to move rapidly so as to not interfere with normal operations. Cooperative operation between multiple platforms 12 is required for effective scanning 28 of all potential locations for threats 30.

Figure 87 shows a platform 120 on an express track 16N with a LADAR 14F scanning 28D a package 3GB in between columns 194 and third rails 72. At the same time platform 12P on local track 160 with a different scanner 14 is also scanning 28X the package 3OB. One operational scenario is that platform 120 spots the package 3OB and transmits 34 information about the package 3OB and its location to platform 12P.

It has been widely reported that terrorists consider subways and underground railways highly desirable for deployment of chemical, biological, radiological and nuclear bombs 3OA because of the wide dispersion possibilities, As the trains 26 move through the tunnels 142 they move large quantities of air that would widely disperse contaminants. In this embodiment multiple platforms 12 would communicate 34 to collaboratively map the plume of contaminants.

Most railroad tracks 16B have power lines 1 10 or telephone lines 196 adjacent to them as shown in Figures 88 and 89. The poles or towers 198 that are used to support the power 110 or telephone 196 lines may be used to support an alternative embodiment of the disclosed invention in which the guide means 16 is a cable 16P. In this embodiment a platform 12Q hangs from and rides along the cable 16P as shown in Figures 88 and 89. Sensors 14 on the platform 12Q may scan both the tracks 16B themselves as well as areas along the tracks 44.

Another application of the Mobile Threat Detection System 10 is inside mines. Modern mines 200 use conveyors 202 to move coal or other minerals out of the diggings. In an embodiment of the Mobile Threat Detection System 10 shown in Figure 90, platforms 12R are deployed on rails 16Q attached to conveyor supports 202A. Sensors 14 to be deployed in mines include CBRN 14E sensors, vibration sensors 14J, television sensors 14A, among others. In the case of an accident FLIR sensors 14B would be particularly advantageous.

Figures 33, 34 and 40 through 42 show mechanisms 90 for removing platforms 12 from rails 16A or tracks 16B. An alternative mechanism 9OB is shown in Figure 91. In the embodiment of the disclosed invention shown in Figure 91, there is a pit 204 between the rails 16A. The pit 204 has rails 16R descending down into it from either direction. As a platform 12A approaches the pit 204, it descends down into the pit 204 to allow a train^'26 or another platform 12 to pass overhead. After a train 26 or another platform 12 passes overhead, the platform 12A in the pit 204 may exit the pit 204 in either direction. There may also be a refueling/recharging mechanism 98 at the bottom of the pit.

An embodiment of a mechanism 90B for removing a four-wheeled platform 12A from the tracks 16B and taking itself into the pit 204 is shown in Figure 92. The mechanism 90B includes additional wheels 58D to capture pit rails 16R and lower the platform 12A into the pit 204. The axle 206 shortens as the platform 12A descends into the pit 204. This mechanism 9OB includes an additional mechanism 9OC that retracts the platform's operating wheels 58A out of the way so the platform 12A can descend into the pit 204.

A mechanism 9OD for enabling a gyrostabilized platform 12 to descend into a pit 204 is shown in Figure 93. In this embodiment the additional wheel 58D captures the pit rail 16R and lowers the platform 12A into the pit 204. This embodiment requires that the idler wheel 58C be retracted by an additional mechanism 9OC. In this embodiment the pit rail 16R is between the pit rail capture wheel 58D and the normal operating wheel 58A.

Commercial kits are available to enable a truck to ride on tracks 16B; these kits are called "Hi- Rail" kits. An alternative embodiment of the disclosed invention is to add a "Hi-Rail" kit to a truck and mount sensors 14 on the truck, thereby making the truck an alternative embodiment of a platform 12S. Figure 94 shows an end view of a Hi-Rail-equipped truck 12S. Figure 95 shows a side view of a Hi-Rail-equipped truck 12S with mounted sensors 14.

It is generally accepted that terrorists look for consistent patterns of behavior in planning attacks; they abhor unpredictability. There are classes of vehicles that normally operate in relatively defined areas, although under certain circumstances they operate beyond the boundaries of their normal areas. Some of these classes of vehicles are large in number within some areas.

Some classes of sensors 14 are expensive and, consequently, only a few may be available to be deployed within a potential threat 30 area. On the other hand, some classes of sensors 14 are inexpensive and may be economically deployed in larger numbers.

Police cars usually patrol defined areas around their stations, but in emergencies go into wider areas. Fire stations are typically dispersed throughout cities and the engines and trucks therein respond to fires and incidents within a short driving radius of their station. If the equipment from other fire stations are occupied, engines and trucks respond in areas to cover the unavailable ones. Ambulances and other emergency medical services (EMS) vehicles are often co-located in fire stations. While ambulances and EMS vehicles typically respond to incidents within areas close to their stations, in taking the injured to hospitals and other medical facilities they often traverse wide areas. State police and highway patrol typically patrol highway segments surrounding a central station. These highway segments often traverse local police patrol areas and fire, ambulance and EMS response areas. All of these public service vehicles may become platforms 12.

Deploying a variety of sensors 14 on the afore described public service vehicles provides wide area and unpredictable sensor 14 coverage of potential threat 30 areas. Figure 96 shows a first police car 12T with a television camera 14A, a second police car 12U with a FLIR 14B, an ambulance 12V with CBRN sensors 14E, and a fire truck 12W with a LADAR 14F. The first police car 12T follows route 208A, the second police car 12U follows route 208B, the ambulance 12V follows route 208C, and the fire truck 12W follows route 208D. The different routes 208 and different sensors 14 cover a wide potential threat 30 area. Different sensors 14 scan 28 different areas.

There are other vehicles that may be added to the public service vehicles described above. Sensors 14 may be deployed on taxis 12X whose routes 208 are highly random. Sensors 14 may also be deployed on buses 12Y and garbage trucks 12Z, but these vehicles tend to follow established routes on schedules. Sensors may also be deployed on package delivery service vehicles 12AA like FedEx, UPS and DHL. They may also be deployed on any type of service fleet vehicle 12AB, water utility, gas, electricity, repair, plumbing and the like. These vehicles also tend to service relatively defined areas, but they do provide additional coverage as shown in Figure 97. In addition to the public service vehicles shown in Figure 96, Figure 97 shows a taxi 12X on route 208E, a city bus 12Y on route 208F, a garbage truck 12Z on route 208G, a package delivery service vehicle 12AA on route 208H, and a service fleet vehicle 12AB on route 2081. The intersection and overlap of the routes 208 provides wide area and unpredictable scanning 28 by a variety of sensors 14.

One of the difficulties in deploying the numbers of sensors 14 described in Figures 96 and 97 is maintaining communications 34 connectivity. One embodiment to assure communications 34 connectivity is to deploy airborne relay mechanisms 210 that include, but are not limited to, UAVs 210A, lighter-than-air ships, "blimps," 210B or balloons 210C, as shown in Figure 98. Figure 98 shows the airborne relay mechanisms 210 communicating 34 not only with platforms 12 but also amongst themselves 210. They also communicate with remote locations 38.

The same airborne relay mechanisms 210 may be deployed in other embodiments of the Mobile Threat Detection System 10. Airborne relay mechanisms 210 deployed to support railroad operations are shown in Figure 99. In this embodiment airborne relay mechanisms provide coverage area 212.

As has been described above, sensors 14 on railroad platforms 12A may be used to scan 28 • the tracks 16B or rails 16A for potential threats 30. An alternative embodiment of a platform 12AC with sensors may be used to identify potential threats 30 to roller coaster tracks 16S as shown in Figure 100.

There may be occasions like that described above with respect to the AVE high speed express train in Spain when having the ability to temporarily remove the sensors 14 from the platform 12 for closer examination of potential threats 30 is highly desirable. An embodiment of the present invention to accomplish such an objective is shown in Figure 101. The platform 12A shown in Figure 101 has a telescoping arm mechanism 214 that allows the sensors 14 to be deployed over the tracks 16B to more closely examine a potential threat 30, in Figure 101 a package 3OB.

Similarly, a change in viewing perspective can help assess potential threats 30. Figure 102 shows a platform 12A with a scissors mechanism 216 that allows the sensors 14 to be moved above the platform 12A for different viewing 28 angles. Figure 102 also shows a fixture 42 to enable pan and tilt of the sensors 14; zoom is normally a function of the sensor 14 itself.

When deploying the telescoping arm mechanism 214 or the scissors mechanism 216, a platform 12 may become unstable. A mechanism for stabilizing the platform is desirable. Figure 103 shows an embodiment of such a stabilizing mechanism 218. In Figure 104 one or more clamps 218A are deployed to grab the rail 16A to steady the platform 12A when the telescoping arm mechanism 214 or the scissors mechanism 216 is deployed.

Deployed in high threat environments, platforms 12 will be attacked and may be destroyed. They may also be destroyed as a consequence of accidents. The most expensive components of the Mobile Threat Detection System 10 are the sensors 14. It is desirable to provide a mechanism 220 to protect the sensors 14 in the event of an accident or attack. An embodiment of such sensor protection mechanism 220 is shown in Figure 105. In Figure 105 the sensors 14 are mounted in a pod 220A that sits on the platform surface 60. The pod 220A is connected to a mechanism 222 that ejects the pod 220A from the platform 12 if there is an accident or the platform is attacked. The ejection mechanism 222 contains impact sensors 14M such as an impact trigger switch that initiates the ejection processes. Enabling deployment of such sensor protection mechanisms 220 requires that the connectors 224 between- the sensors 14 -and the platform 12 detach or- fall away when the pod 220A is ejected.

An alternative embodiment of a guide means 16 is the use of radio signals 34 to deliver guidance commands or instructions 4OA to a platform 12. In Figure 106 an operator 226 uses a handheld device 228 to give a platform guidance commands 4OA that are communicated 34 to the platform 12 via radio signals 34A.

Potential terrorist threats 30, for example, bombs 3OA or other threats, may be hidden inside train cars or containers carried by train 26. An approach to sensing or scanning for threats is shown in Figure 107, in which a structure, a portal 230, spans the tracks 16B. Sensors 14 scan 28 the train 26 as it passes through the portal 230. Figure 107, for example, shows a television 14A scan 28E, a FLIR 14B scan 28Y, a CBRN 14E scan 28C, and an acoustic 141 scan 28L.

Scanning portals 230 are likely in or near major railroad yardsl86 or freight terminals. They are less likely in rural or remote areas. Similar objectives may be accomplished by stationing one or more platforms 12AD with multiple sensors 14 on track sidings 16T as shown in Figure 108. Sensors 14 scan 28 the train 26 as it passes through the siding 16T. Figure 108, for example, shows a television 14A scan 28E, a FLIR 14B scan 28Y, a CBRN 14E scan 28C, and an acoustic 141 scan 28L on a platform 12A.

One threat scenario is a weapon of mass destruction (WMD) 3OA sent into a major urban area on an autonomous or semi-autonomous platform 12AE as shown in Figure 109. In Figure 109 the WMD 3OA is scanned 28 by a variety of sensors 14 on a platform 12AD on a siding 16T.

In seeking to disarm the WMD 3OA the platform 12AD on the siding 16T could summon a platform 12AF to "follow behind" the WMD platform 12AD and obtain information 36 about the bomb 3OA as shown in Figure 110. The platform 12AF is equipped with an arm mechanism 214 to extend the sensors 14 out over the threat 30A. Figure 110 shows a television sensor 14A returning video 28E as well as an explosives detection sensor 14L scanning for CBRN 28C. Platform 12AF also carries a radio frequency (RF) sensor 14N to determine whether platform 12AD is receiving or sending radio transmissions 34A.

Figure 58 shows a platform 12F attached to a bridge 138. Such a platform 12F can scan ships 190 passing under the bridge 138 for potential WMD 30A threats. The platform 12F can summon and dispatch a water borne platform 12AG to "follow" a ship 190 and obtain information 36 about the potential threat 30E as shown in Figure 11 1.

There are potentially a large number of users 232 of the images 36 and other data or information 52 from sensors 14. For example, train engineers and railroad officials want information not only about threats and accidents, but also day-to-day operations, including information in the database 50. Outside agencies such as DHS, DOT, FBI, EPA, FEMA and local police, fire and rescue may also want access to the database 50, images 36 and other data and information 52. In times of emergency many of these users 232 may be located at one or more remote locations 38. Typically, however, the users 232 may be widely dispersed. Communications systems 32, both dedicated to the Mobile Threat Detection System 10 as well as commercial communications systems, may be used to disseminate database 50 information, images 36 and other data and information 52. A wide variety of user terminals 234, both wired and wireless, may be used to access a database 50, images and other data and information 52, including that shown on the display 136, as shown in Figure 112.

Figure 113 shows a database 50 entry on a personal computer (PC) 234A and a FLIR image 36B on a laptop 234B. Figure 114 shows a television image 36A on a cell phone 234C and a moving map display 136A on a Personal Digital Assistant (PDA) 234D.

Figure 115 shows an alternative embodiment of the Mobile Threat Detection System 10 designed for complete scanning of a pier-docked ship 190, The Mobile Threat Detection System 10 is affixed to pier 236 supports 238. When a ship 190 docks a proximity sensor 140 affixed to the pier 236 or pier support 238 senses 28Z the presence of the ship 190 and triggers deployment of a flexible track system 16U underneath the docked ship 190. Other proximity sensors 140 affixed to the flexible track system 16U approximately conform the flexible track system 16U to the shape of the hull 188 to provide an approximate constant distance between the hull 188 and the flexible track system 16U to facilitate scanning.

The flexible track system 16U deployment mechanism 240 is attached to the pier support 238. The flexible track system 16U is designed to be out of the way of ship 190 docking operations.

When the flexible track system 16U is deployed, a flexible track platform 12AH carrying sensors 14 deploys along the flexible track system 16U to scan 28U the hull of the ship 190 for contraband or weapons 3OB.

The flexible track system 16U is two dimensional, as shown in Figure 116, allowing the flexible track platform 12AH to scan both laterally and longitudinally for a complete scan 28 of the ship hull 188.

A further embodiment of the flexible track system 16U is shown in Figure 117. Here the flexible track platform 12AH includes a telescoping arm mechanism 214 that allows the sensors 14 to be deployed over the flexible track system 16U to more closely examine a potential threat 30B that may be located on difficult to reach and see areas of the ship hull 188, as shown in Figure 1 17.

There are sensors 14 whose use is limited around human beings. It may be desirable to use some of these sensors 14 to examine a docked ship 190 and its cargo. It may be safe to deploy such sensors 14 from the waterside of a docked ship 190. Figure 118 shows a flexible track platform 12AH with a telescoping arm mechanism 214 that allows sensors 14 to scan the waterside of a docked ship 190.

CONCLUSION

Although the present invention has been described in detail with reference to one or more preferred embodiments, persons possessing ordinary skill in the art to which this invention pertains will appreciate that various modifications and enhancements may be made without departing from the spirit and scope of the Claims that follow. The various alternatives that have been disclosed above are intended to educate the reader about preferred embodiments of the invention, and are not intended to constrain the limits of the invention or the scope of Claims.

INDUSTRIAL APPLICABILITY

The Mobile Threat Detection System provides methods and apparatus for security, safety and ^■ threat detection. One preferred embodiment of the invention uses a remotely operated mobile platform that includes a sensor for detecting a threat or safety condition, In one specific implementation of the invention, which is called "RailRider™" or "RaϋBot™" or "BahnRider™" _Or "BahnBot™" or "ZugBot™," a sensor is mounted on a carriage which moves along a rail or track. The sensor is capable of detecting explosives or other security threats as well as safety hazards, and will provide a valuable tool for the law enforcement and security industries.

LIST OF REFERENCE CHARACTERS

10 Mobile threat detection system

12 Platform, a "robot"

12A Railroad platform

12B Monorail platform

12C Guide way platform

• 12D Snow plow platform

^■ 12E Armed platform

12F Bridge platform

12G Tunnel platform

12H Pipeline platform

121 ' Trench platform

12J Building platform

12K Berm platform

12L ^{' '} Railroad yard perimeter platform

12M Railroad yard roving platform

12N Floating platform

120 Subway platform on express track

12P Subway platform on local track

12Q ^' Cable-riding platform

12R Mine conveyor platform

12S Truck platform

12T First police car

12U Second police car

12V Ambulance

12W Fire truck

12X Taxi

12Y Bus

12Z- ^' Garbage truck

12AA Package delivery service vehicle

12AB Fleet vehicle

12AC Roller coaster platform

12AD Platform on a siding

12 AE Platform carrying a weapon of mass destruction (WMD)

12AF Platform to sense a platform carrying a weapon of mass destruction (WMD)

12AG Water-borne platform

12AH Flexible track platform

14 Sensor 14A Television

14B Forward Looking Infrared (FLIR)

14C Electro-optical (EO) sensor

14D Ground penetrating radar (GPR)

14E Chemical, biological, radiological and nuclear (CBRN) sensors

14F Laser radar (LADAR)

14G Guide wire sensor

14H - Tactile guide wire sensor

141 Acoustic sensor

14J Vibration sensor

14K Radar

14L Explosives detection sensor

14M Impact sensor

14N Radio frequency (RF) sensor

140 Proximity sensor

16 ^' Guide means

16A Raii

16B Tracks

16C Monorail

16D Guide way

16E Bridge rail

16F Tunnel rail

16G Rail attached to pipeline support

16H Guide wire

161 Paint

16J Building roof line rail

16K Building side rail

16L Berm rail

16M Railroad yard boundary tracks

16N Express tracks

160 Local tracks

16P Cable

16Q Conveyor rail

16R Pit rail

16S Roller coaster tracks

16T Track siding

16U Flexible

18 Housing 0 Aperture 2 Detection or scanning means 4 Sensor processor or computer 6 Train 6A Snow plow train 8 Sensor scan field 8A Electro-optical scanning 8B Ground penetrating radar scanning 8C Chemical, biological, radiological and nuclear scanning8D Laser scanning 8E Television scanning 8F Scanning the road surface SG Scanning water surface 8H Scanning traffic in a tunnel 81 Scanning under a pipeline 8J Scanning along a pipeline 8K Scanning a guide wire 8L Acoustic scanning 8M Vibration scanning 8N Scanning a runway or taxiway 80 Scanning a roof 8P Periphery scan 8Q Radar scan 8R Vehicle scan 8S Railroad yard periphery scan 8T Railroad yard internal scan 8U Scanning a ship hull 8V Scanning subsurface 8W Scanning face of a dam 8X Alternate sensor scan 8Y Forward Looking Infrared Radar scan 8Z Proximity scan 0 Potential threats OA Bomb OB Package OC Person standing on or near the tracks OD Rock 0E Vehicle OF Snow OG Man-portable air defense system Communications system

Transmission

Sensor data or information A Television image B Forward Looking Infrared image C Fused image D Stored image E Pattern match difference in images

Remote location

Commands or instructions

Fixture enabling sensor scanning

Ancillary and environmental conditions that may contribute to threats A Detonation cord B Disturbed soil C Unknown person standing by guide means

Software A Sensor fusion software B Pattern matching software C Gyrostabilization software D Train-platform inter-operation software E Platform-Unmanned Aerial Vehicle (UAV) inter-operation software F Software to transmit threat location and other information in autonomous or semi- autonomous platform operation G Human recognition software H Equipment recognition software

Computer

Database

Sensor ancillary data or information A Azimuth B Object range C Time D Temperature E Relative humidity F Wind speed G Wind direction

Global Positioning System location A Global Positioning System location of a platform B Global Positioning System location of a train

No-threat identification mechanism 6A Radio frequency tag 8 Wheel 8A Track wheel 8B Automobile or truck tire 8C Idler wheel 8D Wheels to catch pit rails 0 Platform surface 2 Propulsion system 2A Gasoline engine 2B Diesel engine 2C Electric motor 2D Hybrid electric engine 4 Energy source 4A Gasoline tank 4B Diesel tank 4C Battery 4D Solar photovoltaic cells 4E Fuel cell 6 Catenary system 8 Pantograph 0 Pantograph shoe 2 "Third rail" 4 Third rail slider 6 Magnetic flux 8 Magnet or electromagnet 8A Magnetic levitation (MAGLEV) system electromagnet 0 Gyrostabilization system 2 Coupler 4 Catcher 6 Outrigger 8 Outrigger wheels 0 Mechanism for taking a platform off the rails and putting it back on 0A Tooth and gear mechanism for taking a platform off the tracks and putting it back onOB Mechanism for lowering a four-wheeled platform into a pit between the rails and raising it from a pit OC Mechanism for retracting normal operation wheels OD Mechanism for lowering a gyrostabilized platform into a pit between the rails and

. raising it from a pit 2 Motor 94 Gear

96 Teeth

95 Refueling/recharging mechanism-

98A Refueling mechanism

98B Recharging mechanism

100 Refueling/recharging receptacle

IOOA ^' Refueling receptacle

IOOB Recharging receptacle

102 Tank car

104 Tank truck

106 Storage tank

108 Pipeline

110 Power lines

112 Generator set

114 Global Positioning System (GPS) receiver

116 Communications repeater

118 Communications repeater coverage area

120 Base station

122 Base station coverage area

124 Satellite earth station

126 Satellite

128 Small Unmanned Aerial Vehicle (SUAV) or Micro Air Vehicle (MAV)

128A Electric Small Unmanned Aerial Vehicle (SUAV) or Micro Air Vehicle (MAV) that can draw power from a catenary

130 Station

132 Weapon

132A Lethal weapon

132B Non-lethal weapon

134 Person riding platform

136 Display

136A Moving map display

136B Location of platform on moving map display

136C Location of train on moving map display

136D Status of platform

136E Weather

138 Bridge

I38A Bridge surface

138B Bridge abutment

140 Water 142 Tunnel

144 Tunnel walkway

146 Pipeline

146A Pipeline support structure

148 Wall or fence

148A Large wall or fence

148B Small wall or fence

150 Road

152 Track

154 Pavement

156 Pin or stake

158 Median

158A Open grass or dirt median

160 Overpass

160A Abutment

162 Barrier

162 A "K-rail" or "Jersey barrier"

162B Floating barrier

164 Traffic lane

166 Airport

168 Runway and/or taxiway

170 Aircraft wing

172 Aircraft engine

174 Trench

176 Surface grade

178 Building

180 Sidewalk

182 Parking area

184 Berm

184 A Berm opening or gate

186 Railroad yard

188 Ship hull

190 Ship

192 Dam

192 A Dam guard rail

192B Dam face

194 Column

196 Telephone line

198 Power line or telephone pole or tower 200 Mine

202 Conveyor

202A Conveyor support

204 Pit

206 Wheel axle

208 Vehicle route

210 Airborne relay mechanism

210A Unmanned aerial vehicle (UAV)

210B Lighter-than-air ship "blimp"

210C Balloon

212 Airborne relay coverage area

214 Arm mechanism

216 Scissors mechanism

218 Platform stabilizing mechanism

218A Rail clamp mechanism

220 Sensor protection mechanism

220A Pod

222 Ejection mechanism

224 Connectors between ejection mechanism and platform

226 Platform operator

228 Handheld device

230 Sensor portal

232 User

234 User terminal

234A Personal Computer (PC)

234B Laptop computer

234C Cell phone

234D Personal Digital Assistant (PDA)

236 Pier

238 Pier support

240 Flexible track deployment mechanism

Claims

1. A method of detecting a threat to security comprising providing at least one sensor (14) for detecting a threat to security on a movable platform (12), moving the platform along a path defined by a guide means (16), and using the sensor to detect a threat to security on or in the vicinity of the path.

2. . A method according to claim I₅ wherein the guide means (16) comprises one or more rails of a railway transportation system, the method comprising the step of moving the platform (12) along the path in advance of a transportation vehicle (26).

3. A method according to claim 2 further comprising the steps of: providing an air vehicle (28) with sensors (14) on the platform (12), launching the air vehicle therefrom, and using the air vehicle to survey the rails of the transportation system ahead of the transportation vehicle (26).

4. A system for detecting a threat to security comprising movable platform means ( 12) arranged to move along a guide means ( 16) defining a path, and at least one sensor means (14) arrange to detect a threat to security, the sensor means being mounted on the platform means.

5. A system according to claim 4, wherein the guide means (16) comprises one or more rails of a railway transportation system.

6. A system according to claim 5 wherein a communications device (32) is mounted on the platform means and connected to receive data from the sensor means (14), the communications device being in communication with communications apparatus on a transportation vehicle (26) of the railway transportation system and/or with communications apparatus of a remote location (38) and/or with communication devices on other platform means.

7. A system according to either of claims 5 or 6, wherein the platform means (12) comprises means (80, 90) for removing itself from the rail or rails of the transportation system.

8. A system according to claim 7, wherein the platform means (12) comprises means for replacing itself on the rail or rails of the transportation system.

9. A system according to claim 6 and to claim 7 or 8, wherein computing means are provided which are capable of actuating the removing and, where appropriate, the replacing means in accordance with communications received by said communications device (32) regarding the location of vehicles (26) of the transportation system.

10. A system according to any of claims 7 to 9, wherein the removing means (90) is arranged to place the platform means (12) to one side of the rail or rails of the transportation system,

1 1. A system according to any of claims 7 to 9, wherein the removing means (90B) is arranged to move the platform means (12) into a pit (204) located.below the level of the rail or rails of the transportation system.

12. A system according to any of claims 4 to 11, further comprising a computer (48); said computer (48) being carried aboard said platform means (12); and a sensor fusion software package (46A) installed on said computer (48); said sensor fusion software package (46A) being arranged to combine data (36) from a plurality of sensors (14).

13. A system according to .claim 1.2, further comprising a pattern matching software package (46B); and a database of known images (50); said database being stored in said computer (48); said pattern matching software package being arranged to produce a difference image by subtracting known images stored in said database from real-time images (36) from said sensor (14).

14. A system according to any of claims 4 to 13, further comprising a human recognition software package (46G); said human recognition software package being used to recognize a person detected by said sensor (14).

15. A system according to any of claims 4 to 14, further comprising an equipment recognition software package; said equipment software package (46H) running on said computer (48); said equipment recognition software package being used to recognize a piece of equipment detected by said sensor (14).

16. A system according to any of claims 5 to 15, wherein the platform means has a coupler device (82) capable of connecting the platform means to another coupler (82) on a transportation vehicle (26) of the railway transportation system or to another coupler (82) or another platform means (12).

17. A system according to any of claims 5 to 15, wherein a catching device (84) is mounted on a transportation vehicle (26) of the railway transportation system, whereby the catching device is capable of picking up and transporting the platform means (12).

18. A system according to claim 4, wherein the guide means (16) extend around a location to be protected.

19. A system according to claim 18, wherein the guide means comprises a buried guide wire (16H).

20. A system according to claim 18, wherein the guide means is a rail (16A) attached to a bridge (138), the platform means (12F) being arranged to ride on said bridge rail (16A).

21. A system according to claim 18, wherein the platform means (12F) is arranged to operate under water.

22. A system according to any of claims 4 to 18, wherein the platform means (12) carries an air vehicle (128), which carries one or more sensor means (14) and is capable of being launched from the platform means (12).

23. A system according to any of claims 4 to 22, wherein the or each sensor means is configured as a plug in module.