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`Sony, Ex. 1002, p.603
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`Sony, Ex. 1002, p.619
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`Sony, Ex. 1002, p.620
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`Sony, Ex. 1002, p.624
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`0
`
`1333 ~
`
`(@5 5)
`
`1150
`1167
`1083
`1000
`917
`833
`150
`667
`583
`500
`'111
`333
`lSO
`167
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`0
`
`l"12
`1111
`1000
`SS9
`TIS
`667
`556
`444
`)33
`222
`III
`0
`
`-46-
`
`Sony, Ex. 1002, p.625
`
`

`
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`Sony, Ex. 1002, p.626
`
`

`
`Europaisches Patentamt
`
`European Patent Office
`
`Office european des brevets
`
`@ Publication number:
`
`020939781
`
`®
`
`EUROPEAN PATENT SPECIFICATION
`
`@ Date of publication of patent specification: 07.07.93 ® Int. C1.5: G08G 5/06
`
`@ Application number: 86305564.6
`
`@ Date of filing: 18.07.86
`
`® Airport surveillance systems.
`
`@ Priority: 18.07.85 ES 545350
`31.12.85 ES 550603
`
`@ Date of publication of application:
`21.01.87 Bulletin 87/04
`
`@ Publication of the grant of the patent:
`07.07.93 Bulletin 93127
`
`@ Designated Contracting States:
`AT BE CH DE FR GB IT LI LU NL SE
`
`@ References cited:
`Ep·A· 0 117 162
`GB·A· 2 106 385
`US·A- 3 063 502
`US·A· 3 706 969
`US·A· 4 122 522
`
`@) Proprietor: GENERAL DE INVESTIGACION V
`DESARROLLO, S.A.
`Serrano, 41
`Madrid(ES)
`
`@) Inventor: Zabala Murga, Marla Victoria
`General Pardinas, 13
`Madrld(ES)
`
`® Representative: Adams, WIlliam Gordon et al
`RAWORTH, MOSS & COOK 36 Sydenham
`Road
`Croydon Surrey CRO 2EF (GB)
`
`.....
`m
`.......
`CD
`C")
`
`CD o
`N
`o
`G..
`W
`
`Note: Within nine months from the publication of the mention of the grant of the European patent. any person
`may give notice to the European Patent Office of oppOSition to the European patent granted. Notice of opposition
`shall be filed in a written reasoned statement. It shall not be deemed to have been filed until the opposition fee
`has been paid (Art. 99(1) European patent convention).
`
`Rank Xerox (UK) Business Services
`13.10/3.6/3.3.11 .
`
`Sony, Ex. 1002, p.627
`
`

`
`EP 0 209 397 81
`
`2
`
`Description
`
`The present invention relates to an automatic
`surveillance, guidance and fire-fighting system or
`installation, and concerns a system or installation
`whose primary purpose is to prevent accidents
`and, in the event that they do occur due for exam(cid:173)
`ple to aircraft fault or pilot error, to bring about the
`extinction of any fires which occur, in the shortest
`possible time, by means of the functional integra(cid:173)
`tion of surface telemetry and automated fire-fight(cid:173)
`ing.
`
`In the same way that other airport systems
`were designed and implemented in their time. (such
`as VASIS, ILS, CALVERT, etc.), all of which sat(cid:173)
`isfactorily met the established requirements for
`achieving air safety, so also the present, newly
`deSigned system (RUSTEM), meets other require(cid:173)
`ments in the same field, but within the airport
`precincts.
`In order to explain what the system comprises
`as well as the grounds which justify it. it is useful to
`set out the current state of affairs and accordingly
`introduce the necessary conceptual innovation in
`specific important aspects, being those which epit(cid:173)
`omize the characteristics of RUSTEM ("Runway
`Security and Taxiway Escort System ").
`In effect. wherever there is an aircraft in opera(cid:173)
`tion, the concept of air safety and the necessary
`means of attaining this must be present, whether
`the aircraft is in the air or on the ground. Thus the
`concept of air safety covers the whole range of air(cid:173)
`air, air-ground, ground-ground and ground-air cir(cid:173)
`cumstances.
`Likewise, if this approach is not taken, a gap in
`safety will occur in this relationship which may
`result in an accident, whilst the aircraft is in opera(cid:173)
`tion in any of the four circumstances mentioned
`above, transporting people, goods and fuel.
`It is well-known in the air industry that from
`time to time serious accidents occur, although their
`prevention, and where necessary fire-fighting oper(cid:173)
`ations, have been a priority effort of the aeronau(cid:173)
`tical profession. The present system is part of this
`effort, though in this instance it is related to the
`airport environment, that is the ground-ground situ(cid:173)
`ation.
`In this context it is appropriate to recall the
`accident which occurred in 1983 at the airport of
`Barajas (Madrid), in which two aircraft collided on
`the ground. On this occasion, one aircraft was on
`its take-off run, whilst the other aircraft in taxiing
`and trying to head for the start of the runway to
`take-off in its turn, took a wrong turning and moving
`across a fast exit slipped into the middle of the
`flight path, where the collision occurred.
`At this time the airport was not under mini(cid:173)
`mums, but viSibility was poor so that the aircraft
`
`5
`
`10
`
`15
`
`20
`
`25
`
`30
`
`35
`
`40
`
`which was taking off did not see the intruding
`aircraft, neither did the latter see the aircraft taking
`off, nor did the tower at that time see either of the
`aircraft, all due to the length of the runways. This
`occurs in certain circumstances where the airport is
`operative but there is not clear visibility over the
`full distances.
`These situations, and many others, indicate
`conditions of a lack of air safety which require
`analysis and a complete solution of the problems
`to which they give rise.
`Furthermore, an aircraft in flight is not close to
`the ground, whilst in take-offs, landings and taxiing,
`it is in contact with it and therefore is in a higher
`risk Situation, in which safety conditions must be
`maximized.
`Since it is possible to set up ground installa(cid:173)
`tions in airports which could not be set up through(cid:173)
`out a country, and since aircraft must operate in
`airports, it is clearly desirable to provide a safety
`system on runways and taxiways capable of guar(cid:173)
`anteeing this safety. The RUSTEM system is in(cid:173)
`tended to meet this requirement.
`Also, the increase in modern air traffic, which
`leads at times to saturation in the number of oper(cid:173)
`ations per hour on an operative runway, has led to
`an increase in the risk of accidents, taking into
`account the poor visibility conditions which often
`occur. This expansion in traffic makes a built-in
`airport safety system increasingly urgent and nec(cid:173)
`essary, as the accidents in different airports of the
`world confirm. The same problem occurs in military
`air bases, where there is the additional problem
`that combat aircraft may enter the base in emer-
`gency conditions, for which reason telemetric moni(cid:173)
`toring and automated fire-fighting thus become
`necessary. The RUSTEM system can be applied to
`both civil and military airport ground Situations.
`Two damaging effects occur in an accident:
`ruptures and fire.
`In accidents en route, the most important factor
`is usually ruptures, whilst generally in airport ac(cid:173)
`cidents fire is the cause of the greatest damage.
`This is due to the different velocity of the
`aircraft en route and in the airport, so that the
`dynamiC impact is usually much greater in an
`accident in the air.
`On the other hand, once an accident has taken
`place in an airport, it is obvious that there is not the
`least remedy in the case of ruptures, causing dam(cid:173)
`age to the aircraft and the passengers. However,
`the fire factor develops according to a specific
`process, and, fire being the detennining factor in
`causing the greatest damage in airport accidents, it
`55 may be combatted because it is a process, pro(cid:173)
`vided of course that there are the necessary means
`for this, both in extinguishing capacity and in speed
`of activation, since without the latter condition the
`
`45
`
`50
`
`2
`
`Sony, Ex. 1002, p.628
`
`

`
`3
`
`EP 0 209 397 81
`
`4
`
`fire itself will put paid to the matter.
`From what has been said it emerges that the
`sole means of combatting the rupture factor is by
`avoiding the accident. as far as possible in the
`airport. within the present margin of possible air(cid:173)
`craft faults or pilot error. for which reason preven(cid:173)
`tion in this case lies in the area of telemetric
`monitoring. guidance and Signalling on the ground.
`If. despite the measures taken, an accident occurs
`due to the aircraft or the pilot, the airport infrastruc(cid:173)
`ture must then have available an automatic fire(cid:173)
`fighting system for eliminating fires extremely rap(cid:173)
`idly. since fire is generally the most damaging
`factor in airport accidents.
`The research carried out in the quest for an
`efficient airport system which will meet these re(cid:173)
`quirements, emphasized the necessity for integrat(cid:173)
`ing the surveillance and fire-fighting functions into
`one single system.
`In fact, given the great speed required in fire(cid:173)
`fighting. this had to be of an automatic nature.
`Since an aircraft which has had an accident may
`become immobilized (or its hot sections) at any
`point of the surface in question, it was obviously
`necessary to have available the x,y coordinates of
`the aircraft or its sections. Hence it was necessary
`to integrate telemetric surveillance with automated
`fire-fighting. Furthermore, if surface telemetry pro(cid:173)
`vides the x, y position of a damaged aircraft, or of
`its sections in the case of it being ruptured. this
`surface telemetry could also be used to obtain the
`position of normal aircraft, that is not in a state of
`emergency, in normal operation.
`With this, the conclusion was reached that a
`telemetric method had to be used in our system,
`both for the monitoring of normal aircraft and for
`establishing emergencies according to the various
`forms and circumstances in which these could oc(cid:173)
`cur in each instance, as for example fuel which has
`leaked and is on fire. As aforementioned, the fire(cid:173)
`fighting method has to be automatic due to the
`great speed demanded, since it is not just dealing
`with a simple fire, but with an aircraft carrying
`people, and loaded with highly inflammable fuel.
`Hence the designer's thinking has to be governed
`by the time-scale, taking the second as the unit.
`Nevertheless. it is essential to point out that.
`regarding air traffic, two very different areas or
`environments must be considered in airports: on
`the one hand the flight strips (which contain the
`flight runways, one runway for each strip), and on
`the other hand the taxiways in their entirety, and
`the aircraft parking areas.
`The vast majority of airport accidents occur in
`the first mentioned area, where aircraft are running
`at great speed. In the second area, in the taxiways,
`aircraft are travelling slowly in procession and able
`to brake quickly where necessary, as is the case in
`
`the parking areas.
`This qualitative and quantitative distinction is
`taken into account in the present system, supplying
`the appropriate solution for the characteristics of
`each of the indicated environments.
`As will be seen. the current situation is an(cid:173)
`alysed and. as a result of the limitations of tanker
`trucks (as currently used in fire-fighting), as well as
`the limitations of surface radar (as used in surveil-
`lance in some airports), research into a new sys(cid:173)
`tem which could completely solve these limitations,
`gave rise to the RUSTEM system. in which surveil(cid:173)
`lance and fire-fighting are functionally integrated in
`a Single operational system, constituting an innova~
`tion in the airport field.
`An automatic aircraft taxi route selecting and
`traffic control system is disclosed in US 3706969,
`and may use an array of infrared sensors to detect
`pOSition and/or movement of aircraft. However the
`system appears to be dedicated to such a function
`insofar as the sensors are all located adjacent
`runway and taxiway intersections and in areas be(cid:173)
`tween the intersections there seems to be no sur(cid:173)
`veillance.
`Furthermore EP 0117162 discloses an infra-red
`surveillance system for detecting fires in a for